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SEA    FIGHTERS    FROM 
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SEA    FIGHTERS    FROM 
DRAKE  TO  FARRAGUT 


BY 

JESSIE   PEABODY   FROTHINGHAM 


ILLUSTRATED 


CHARLES   SCRIBNER'S   SONS 
NEW   YORK    .-..-..•.    1902 


COPYRIGHT,  IQ02,  BY 
CHARLES  SCRIBNER'S  SONS 


PUBLISHED  SBPTEMBKB,  1902. 


J.  8.  Gushing  ft  Co.  —  Berwick  &  Smith 
Norwood  Muss.  U.S.A. 


CONTENTS 


Sir  Francis  Drake,  1544-1596 

CHAPTER  PAOB 

I.     THE  HERO  OF  SEA-ROMANCK       ....  3 

II.     CHIEF  PIRATE  OF  QUEEN  ELIZABETH        .        .  14 

III.  ON  THE  FABLED  OCEAN 24 

IV.  THE  VICTOR  OF  GRAVELINES      ....  34 


Admiral  Martin  Harpertzoon  Tromp,  1597-1653 

V.     A  GALLANT  DUTCH  SEAMAN       ....      47 

VI.     A  SEA  CHASE  IN  NORTHERN  WATERS        .        .       56 

VII.     SWEEPING  THE  NARROW  SEAS    ....      65 


Admiral  Michael  Adriaanszoon  de  Buyter,  1607-1676 

VIII.     HOLLAND'S  FAMOUS  SEA  KING  ....      79 

IX.     THE  TRIUMPH  OF  THE  DUTCH  NAVY          .         .       91 

X.     How  THE  NETHERLANDS  WERE  SAVED       .        .     106 


Marshal  Anne-Hilarion  de  Touroilley  1642-1701 

XI.     THE  FOUNDING  OF  FRENCH  SEA-POWER     .  .  121 

XII.     THE  CONQUEST  OF  THE  MEDITERRANEAN  .  .  134 

XIII.     FRANCE  SUPREME  ON  THE  WAVES      .         .  .  149 
v 


CONTENTS 


Vice-Admiral  de  Suffren  Saint-Tropez,  1726-1788 

CHAPTER  PAO« 

XIV.  THE  SCHOOLING  OF  A  SEAMAN         .        .        .  163 

XV.     ON  THE  INDIAN  OCEAN 177 

XVI.  STRUGGLING  AGAINST  ODDS      ....  186 

XVII.  FROM  TRINCOMALEE  TO  CUDDALORE  198 


Vice-Admiral  Paul  Jones,  1747-1792 

XVIII.  AN  INTERNATIONAL  SEA  FIGHTER   .  .  .     215 

XIX.  THE  BIRTH  OF  THE  AMERICAN  NAVY  .  .     226 

XX.  THE  "BoN  HOMME  RICHARD"        .  .  .241 

XXI.  FRENCH  AND  RUSSIAN  HONORS        .  .  .     257 

Viscount,  Lord  Horatio  Nelson,  1758-1805 

XXII.  THE  WORLD'S  GREATEST  SEA  HERO       .        .     269 

XXIII.  IN  THE  MEDITERRANEAN 279 

XXIV.  THE  BATTLE  OF  THE  NILE      .        .        .        .294 
XXV.  "  ENGLAND  MISTRESS  OF  THE  SEAS  "      .        .     313 

Admiral  David  Glasgow  Farragut,  1801-1870 

XXVI.     AMERICA'S  CHIEF  NAVAL  LEADER  .        .        .     335 
XXVII.     ADVENTURES  WITH  PIRATES     ....     360 
XXVIII.     THE  MISSISSIPPI  RIVER  FIGHT        .        .        .357 
XXIX.     THE  CAPTURE  OF  NEW  ORLEANS    ...     369 
XXX.     THE  DASH  PAST  PORT  HUDSON  AND  THE  BAT- 
TLE OF  MOBILE  BAT 377 


vi 


ILLUSTRATIONS 

FROM  DRAWINGS  BY  KEUTEKDAHL,  PEIXOTTO, 
AND  CHAPMAN 

Engagement  between  the  Bon  Homme  Richard  and  the 

Serapis Frontispiece 

FACING  PAGE 

Defeat  of  the  Spanish  Armada,  1588     ....       42 

The  English  and  the  Dutch  Fleets  in  the  Sea  Fight 

on  the  Downs,  1666 100 

The  Ranger  and  the  Drake 238 

Nelson's  Great  Victory  at  Trafalgar      ....    328 
Farragut  at  Mobile  Bay 392 


Vll 


SIR   FRANCIS   DRAKE 

1544-1596 


SIR   FRANCIS   DRAKE 

CHAPTER  I 
THE  HERO  OF  SEA-ROMANCE 

No  name,  in  England's  annals  of  the  sea,  has 
been  surrounded  with  so  dazzling  a  setting  of 
romance  as  that  of  Sir  Francis  Drake.  During 
his  lifetime  his  adventures  found  no  place  in 
sober  history.  They  invaded  the  realm  of  folk- 
lore and  took  strong  hold  on  the  popular  fancy 
in  the  shape  of  marvellous  tales  and  legends. 
But  rising  out  of  this  wonderland  of  romance 
Drake  will  always  take  his  place  in  history  as  a 
master  in  strategy,  one  of  the  most  skilful  of 
navigators,  the  leader  in  the  movement  which 
established  England's  supremacy  on  the  sea,  and 
the  first  great  admiral  in  the  development  of 
modern  naval  science,  which  had  its  cradle  in 
England,  and  which  substituted  the  sailing -navy 
for  the  ancient  rowing-navy. 

The  stirring  times  into  which  Drake  was  born 
acted  as  a  forcing- house  for  the  growth  of  char- 
acter. Boys  turned  into  men  at  a  bound.  Bred 

3 


SIR  FRANCIS  DRAKE 


in  the  nursery  to  the  tune  of  war  and  revolution, 
they  were  trained  by  danger  and  privation  to 
fight  battles  at  an  age  when  the  boy  of  to-day 
is  making  ready  for  college.  The  youths  of 
puritan  England,  rudely  moulded  in  the  prepara- 
tory school  of  life,  were  formed  for  a  future  of 
adventure  and  daring  by  hardships  which  to  us 
appear  inconceivable. 

The  strange  mixture  of  lax  moral  standards 
and  fierce  religious  passion  and  bigotry,  the  light 
esteem  in  which  human  life  was  held,  the  rapid 
succession  of  startling  events,  the  persecutions 
carried  on  in  the  name  of  a  holy  cause, —  all  these 
things  went  to  forge  men  of  singular  and  violent 
contrasts.  Drake,  the  foremost  sailor  of  the 
Reformation,  the  chief  pirate  of  Queen  Elizabeth, 
one  of  the  greatest  of  England's  admirals,  was 
one  of  these  men. 

Born  in  1544  in  the  heat  of  the  strife  between 
catholics  and  protestants,  little  Francis  drew  in 
with  his  earliest  breath  a  fierce  hatred  of  Spain 
and  a  mastering  love  of  the  sea.  His  father, 
Edmund  Drake,  a  zealous  protestant  with  a  gift 
for  preaching,  belonged  to  a  small  democratic 
party  near  Tavistock,  in  catholic  Devon.  The 
first  glimpse  we  have  of  the  future  sea  king  is 
when  his  father  fled  with  him  from  a  sudden  out- 
burst of  catholic  violence  and  took  refuge  on  St. 
Nicholas  Island,  in  the  harbor  of  Plymouth.  The 
child  was  only  six,  curly-headed  and  blue-eyed, 


THE   HERO   OF   SEA-ROMANCE 


but  his  earliest  memories  were  of  hardships  and 
danger. 

When  we  next  look  for  him  we  find  him  climb- 
ing the  masts  of  his  floating  home,  so  well  was 
destiny  moulding  the  future  man.  In  Chatham 
reach,  beyond  the  dockyard,  at  the  mouth  of  the 
Medway,  was  the  anchorage  of  vessels  when  out 
of  commission,  of  war-ships,  and  of  old  and  useless 
hulks.  There  the  protestant  preacher  was  given 
an  appointment,  under  King  Edward,  as  "Reader 
of  Prayers  to  the  Royal  Navy,"  and  was  assigned 
a  rotting  hulk  as  a  dwelling-place.  So  the  boy 
Francis  played  among  the  masts,  his  nursery  was 
in  the  midst  of  the  war-ships'  guns,  he  fell  asleep 
rocked  by  the  waves  to  the  lullaby  of  the  sailors' 
songs  and  the  rush  of  the  tide. 

Under  Edward  VI,  and  with  the  patronage  of 
the  powerful  Earl  of  Bedford,  the  protestant 
preacher  hoped  to  place  his  boys  in  the  navy,  but 
a  rude  change  shattered  this  expectation  at  a 
stroke.  King  Edward  died,  "  Bloody  "  Mary,  the 
catholic  Queen,  succeeded  to  the  English  throne, 
and  the  land  was  threatened  with  a  prince  of 
Spain  as  husband  to  the  Queen.  Then  it  was  that 
the  bursting  storm  of  the  Reformation  threw  all 
England  into  turmoil.  Edmund  Drake  lost  his 
position  and  was  forced  to  send  his  sons  into  the 
world  alone,  to  work  out  their  own  future.  Fran- 
cis was  apprenticed  as  ship-boy  on  a  craft  that 
carried  on  a  coasting  trade  with  France  and  Hoi- 


SIR  FRANCIS   DRAKE 


land,  and  on  this  channel  coaster,  in  privation  and 
exposure,  the  sailor  lad  learned  his  severest  lessons 
of  experience.  While  his  body  was  being  steeled 
to  every  hardship,  his  spirit  was  trained  for  future 
revenges  on  the  Spanish  Main.  Passionate  tales 
of  Inquisition  horrors  were  told  by  Flemish  ref- 
ugees on  quay  and  shipboard.  Philip's  persecu- 
tions in  the  Netherlands  fanned  the  flame  of  the 
English  Reformation,  and  Francis  Drake  found  him- 
self in  the  centre  of  the  hottest  frenzy  of  religious 
passion.  It  was  in  this  school  that  he  acquired  that 
implacable  hatred  of  the  very  name  of  Spain  which 
grew  to  be  the  motive  power  of  his  career. 

Meanwhile  events  followed  one  another  rapidly. 
Bloody  Mary  had  died,  Elizabeth  reigned,  and  the 
protestants  were  again  in  favor.  Francis  had 
grown  from  lad  to  youth ;  his  master  skipper  had 
died  and  had  left  him  his  little  craft  on  which  to 
begin  life  as  an  independent  trader.  Open  war 
with  Spain  had  not  yet  been  declared;  but  cruel 
reprisals  by  private  individuals  on  both  sides  were 
rapidly  paving  the  way  for  the  coming  rupture. 
The  Channel  swarmed  with  rovers.  Four  hun- 
dred adventurers  swept  the  narrow  seas  in  search 
of  plunder.  Queen  Elizabeth,  in  her  misunder- 
standing with  France,  had  let  loose  the  privateers 
armed  with  letters  of  marque  to  worry  the  French 
by  outrages  on  their  trade.  But  the  wild  pirate 
crews,  once  started  on  the  scent  of  booty,  were  not 
to  be  held  in  the  leash  of  crown  commissions. 


THE   HERO   OF   SEA-ROMANCE 


The  enormous  wealth  of  the  Spanish  trade 
courted  depredation.  Spanish  galleons  were 
chased  and  scuttled.  Catholic  vessels  were 
looted.  Rich  cargoes  of  saffron,  cochineal,  silk, 
wool,  gold,  silver,  pearls  and  precious  stones, 
linen,  tapestry,  and  wine  were  carried  off  to  the 
pirates'  lairs  on  the  Isle  of  Wight,  and  in  the  creeks 
and  inlets  of  the  Irish  coast.  In  revenge  English 
ships  were  seized  in  Spanish  ports,  and  English 
sailors  lay  in  the  dungeons  of  the  Inquisition. 

Drake  was  not  the  man  to  be  left  behind  when 
others  were  roving  the  seas.  He  had  given  up 
independent  trading.  In  fact,  trading  had  become 
impossible.  And  he  had  entered  the  service  of 
his  famous  kinsmen,  Captain  John  and  Captain 
William  Hawkins,  the  rich  ship-owners  and  pirate 
merchants  of  Plymouth.  The  chief  seaport  town 
of  picturesque  Devon  might  well  have  been  called 
one  of  the  pirate  centres  of  the  English  coast.  Its 
harbor  was  large  and  safe,  and  many  precious  car- 
goes, obtained  by  foul  means  as  well  as  fair,  were 
brought  in  by  daring  adventurers  who  had  scoured 
the  narrow  sea  in  search  of  riches.  Neither  gold 
nor  excitement  were  hard  to  find  in  those  days, 
and  Plymouth  became,  according  to  an  old  chroni- 
cler of  Devon,  "a  port  so  famous  that  it  had  a 
kind  of  invitation,  from  the  commodiousness  there- 
of, to  maritime  noble  actions." 

These  maritime  actions,  however,  were  not 
always  noble.  It  was  Sir  John  Hawkins  of 


8  SIR  FRANCIS  DRAKE 

Armada  renown  who  was  the  first  to  initiate  the 
English  into  "the  execrable  iniquities  of  the 
African  slave  trade,"  which  left  a  "  foul  blot "  on 
his  famous  voyages  to  the  West  Indies.  The 
Hawkinses  of  Plymouth  were  some  of  the  great 
merchant  princes  of  the  sixteenth  century.  Will- 
iam Hawkins,  the  father  of  Sir  John,  had  been 
the  first  to  carry  English  trade  to  the  coast  of 
Brazil.  He  also  made  a  number  of  voyages  to 
the  Canary  Islands,  and  it  was  on  these  expedi- 
tions that  John  Hawkins,  who  accompanied  his 
father,  came  to  know  of  the  riches  of  the  West 
Indies,  and  the  money  value  of  the  slave  trade. 

John  Hawkins  was  a  son  of  his  age,  with  a 
moral  sense  no  stricter  than  that  of  most  of  his 
fellow-men.  The  slave  trade  was  not  new.  Span- 
iards and  Portuguese  had  practised  it  for  genera- 
tions, and  the  customs  of  the  Middle  Ages  had 
long  before  sanctioned  the  use  of  Moslem  pris- 
oners as  galley  slaves.  Indian  slavery  in  the 
West  Indies  had  become  a  crying  abuse,  and  it 
was  mainly  to  deliver  the  freeborn,  eagle-souled 
Indians  from  the  bonds  of  forced  labor  that  the 
inferior-raced  negro  was  substituted  in  slavery.  It 
was  Las  Casas,  in  the  fifteenth  century,  who,  in  the 
name  of  humanity,  established  that  negro  slavery 
which  Lincoln,  more  than  three  hundred  years  later, 
abolished  in  the  name  of  the  same  humanity. 

Before  the  time  of  John  Hawkins  the  English 
had  not  yet  soiled  their  hands  with  the  African 


THE   HERO   OP   SEA-ROMANCE  9 

trade.  The  first  venture  was  made  in  1562  by 
"the  right  worshipful  and  valiant  knight,  Sir 
John  Hawkins."  This  was  four  years  before 
Francis  Drake  cast  in  his  lot  with  his  kinsmen. 
Drake  first  followed  William  Hawkins  and  George 
Fenner,  and  took  part  in  that  glorious  action  when 
with  one  ship  and  a  pinnace  Fenner  held  a  gallant 
stand  for  two  days  against  six  Portuguese  gun- 
boats and  a  large  galleasse,  and  finally  forced  them 
to  retire. 

Afterward  he  sailed  under  Captain  Lovell  on 
the  fatal  expedition  to  the  West  Indies,  when  he 
had  his  first  sight  of  those  fabled  islands,  and,  at 
Rio  de  la  Hacha  on  the  Spanish  Main,  his  first 
experience  of  Spanish  treachery,  the  memory  of 
which  never  left  him,  and,  coupled  with  the  long- 
ing for  revenge,  led  him  back  in  the  last  years  of 
his  life  to  the  scene  of  his  first  reverse. 

In  October,  1567,  Drake  set  sail  from  Plymouth 
harbor  as  pilot  to  John  Hawkins,  with  a  squadron 
of  six  vessels  armed  and  victualled  for  a  long 
voyage,  on  the  expedition  which  turned  the  scale 
of  commercial  supremacy  and  completed  the  an- 
tagonism of  England  and  Spain. 

In  Queen  Elizabeth's  time  neither  the  navy  nor 
the  maritime  commerce  of  England  were  estab- 
lished on  a  regular  footing.  The  navy,  used 
simply  as  an  adjunct  to  the  army,  had  remained 
undeveloped  as  an  independent  instrument  of 
national  power,  and  the  vastness  of  its  resources 


10  SIR  FRANCIS  DRAKE 

were  still  undreamed  of.  Later  on,  Drake  proved 
the  wonderful  possibilities  of  a  strongly  equipped 
fleet  in  war  time,  by  turning  the  enemy's  coast- 
line into  the  centre  of  hostilities,  and  by  destroy- 
ing his  trade  with  foreign  countries. 

But  meanwhile  the  fleets  of  commerce  and  war 
were  intermingled.  Queen  Elizabeth  in  time  of 
peace  used  her  men-of-war  for  commerce,  while  in 
war  time  she  supplemented  her  scanty  squadrons 
by  merchantmen.  In  this  way  it  became  difficult 
to  draw  the  line  between  official  naval  expedi- 
tions and  private  commercial  enterprises,  which 
in  those  days  were  frequently  synonymous  to  buc- 
caneering. It  often  happened  that  the  Queen 
was  one  of  the  shareholders  in  the  filibustering 
expeditions  of  Hawkins  and  Drake,  and  contrib- 
uted some  ships  of  war  to  the  outfit.  She  was  too 
much  allured  by  the  prospect  of  untold  riches  in 
gold,  pearls,  and  precious  stones  to  resist  the 
temptation  of  enriching  her  private  coffers  by 
becoming  a  secret  partner  in  the  buccaneering 
ventures  of  her  favorite  pirates. 

But  while  allowing  her  cupidity  to  get  the 
better  of  her  conscience,  she  was  careful  to  assume 
public  ignorance,  and  even  disapproval  of  the 
practices  of  her  unruly  subjects,  especially  when 
Spanish  ambassadors  called  peremptorily  for  satis- 
faction. And  although  her  partners  in  adventure 
were  sure  of  a  cordial  welcome  to  their  precious 
cargoes,  they  were  not  always  so  certain  as  to  the 


THE   HERO   OF   SEA-ROMANCE  11 

personal  reception  they  might  receive  at  the  hands 
of  the  Queen.  It  might  be  the  gallows  ;  it  might 
be  knighthood. 

But  the  game  was  worth  the  candle,  and  so  it 
was  that  on  that  October  day  in  1567  Hawkins 
and  Drake  sailed  out  of  Plymouth  harbor  with 
what  amounted  to  a  naval  squadron,  loaded  with 
ammunition  and  even  field  artillery,  ostensibly 
furnished  by  Sir  William  Garrard  &  Co.,  and 
costing  about  $650,000,  but  provided  by  the 
Queen  with  two  ships  of  war,  the  Minion  and 
the  Jesus.  Elizabeth  herself  never  contributed 
money;  she  left  that  to  the  other  shareholders, 
even  to  the  fitting  out  of  her  own  war-ships. 

The  squadron  met  with  bad  weather  from  the 
very  first.  Near  Cape  Finisterre  a  violent  storm 
damaged  and  scattered  many  of  the  vessels,  but 
they  succeeded  in  reaching  their  first  rendezvous 
at  the  Canary  Islands.  From  there  they  sailed 
southward  to  the  coast  of  Guinea,  in  western 
Africa,  where  the  traders  spent  several  months 
in  collecting  negroes.  Partly  by  means  of  the 
sword,  and  partly  by  exchange  of  scarlet  coats 
and  beads,  they  succeeded  in  storing  away  in 
their  holds  as  many  as  five  hundred  slaves. 
Thus  equipped  with  trading  material,  they 
crossed  over  to  the  Caribbean  Sea,  reaching  the 
West  Indies  in  the  following  March. 

It  was  not  so  easy  as  they  had  hoped  to  dis- 
pose of  their  cargo,  for  traffic  with  the  English 


12  SIR  FRANCIS  DRAKE 

had  been  forbidden  in  the  colonies  by  the  Span- 
ish government.  But  the  blandishments  of  the 
adventurers  and  the  cupidity  of  the  natives  com- 
bined to  bring  about  satisfactory  results,  and  in 
obstinate  cases  there  was  always  the  resource  of 
arms.  Rio  de  la  Hacha,  having  presumptuously 
fired  upon  the  pirate  ships,  received  her  recom- 
pense. The  port  was  blockaded,  the  defences 
stormed,  and  the  town  carried  by  assault.  Then 
in  secret,  under  cover  of  the  night,  the  unlawful 
trade  began,  and  two  hundred  slaves  were  ex- 
changed for  gold,  silver  and  pearls,  sugar,  and 
hide. 

Hawkins  and  Drake  were  so  well  pleased 
with  their  valuable  cargo  that  they  decided  not 
to  venture  a  landing,  but  to  sail  direct  for  home. 
Unhappily  they  had  tarried  too  long  in  those 
treacherous  waters.  Two  fierce  furicanos,  or  hur- 
ricanes, disabled  the  squadron  and  obliged  them 
to  seek  shelter  in  San  Juan  de  Ulua,  or  Vera 
Cruz,  the  port  of  the  City  of  Mexico. 

In  the  harbor  the  English  adventurers  found 
a  Spanish  merchant  fleet  of  twelve  vessels  un- 
armed and  laden  with  the  year's  produce  of  the 
West  Indies,  —  gold  and  silver  to  the  amount 
of  $10,000,000.  It  lay  at  anchor  waiting  for  the 
escort,  which  was  hourly  expected,  to  convoy  it 
on  the  home-bound  voyage.  On  the  following 
morning  the  fleet  of  Spain  appeared  outside  the 
harbor.  Hawkins  found  himself  in  a  difficult 


THE   HERO   OF  SEA-ROMANCE  13 

position  ;  he  was  obliged  to  choose  between  two 
evils.  Either  he  could  trust  to  Spanish  protes- 
tations and  Spanish  honor  to  be  left  unmo- 
lested, or  he  could  keep  the  enemy's  fleet  from 
entering  the  harbor  and  leave  it  to  the  mercy 
of  the  winds  and  waves,  to  be  completely  de- 
stroyed by  the  first  storm,  then  seize  the  treasure 
and  make  off  for  merry  England.  But  this  meant 
the  shipwreck  to  Spain  of  more  than  $22,000,000, 
and  Hawkins  feared  the  displeasure  of  the  Queen. 
It  would  doubtless  have  hurried  on  the  rupture 
with  Spain. 

Hawkins  chose  to  rely  upon  the  promise  of 
the  Spaniards,  and  allowed  the  fleet  to  enter  the 
harbor.  His  reward  was  treason.  In  spite  of 
sacred  oaths  and  solemn  pledges,  the  wily  Span- 
iards fell  suddenly  upon  the  English  squadron 
and  overwhelmed  it  with  a  vastly  superior  force. 
The  resistance  was  desperate ;  the  adventurers 
fought  for  their  lives,  but  being  wholly  unpre- 
pared for  the  dastardly  attack,  they  could  save 
but  few  of  their  vessels.  The  smaller  craft  were 
sunk,  and  the  Jesus  was  so  shattered  that  they 
were  obliged  to  abandon  it  with  all  its  precious 
spoils.  The  Minion,  with  Hawkins  on  board, 
and  the  little  Judith,  with  Drake,  alone  escaped  on 
that  fatal  night.  Riddled  with  shot  and  terribly 
damaged,  the  crews  half  starved,  they  straggled 
homeward  and  crept  into  Plymouth  harbor  with- 
out a  remnant  of  their  immense  cargo. 


CHAPTER  II 

CHIEF  PIRATE  OF  QUEEN  ELIZABETH 

DRAKE  lost  no  time.  He  rode  post-haste  to 
London  to  lay  his  grievances  before  the  Queen, 
and  urge  her  to  demand  redress  for  the  outrages 
that  had  been  offered  him.  Elizabeth  lent  a  will- 
ing ear  to  the  secret  plans  of  her  chief  pirate.  As 
yet  she  could  not  challenge  Philip ;  but  the  rela- 
tions between  England  and  Spain  grew  more 
strained,  trade  was  stopped,  and  the  Queen  cov- 
ertly abetted  the  daring  schemes  of  reprisal 
planned  by  her  foiled  adventurer.  Drake  meant 
to  deal  a  heavy  blow  to  Spain,  but  he  was  in  no 
hurry.  He  needed  preparation,  and  his  revenge 
could  wait. 

In  1570,  two  small  vessels,  the  Dragon  and  the 
Swan,  stole  unnoticed  out  of  Plymouth  harbor 
bound  on  a  secret  mission.  Drake  was  in  com- 
mand, and  his  object  was  to  reconnoitre  the  West 
Indies  and  gain  knowledge  and  information  so 
that  he  might  return  some  day  and  strike  at  their 
most  vulnerable  spot.  In  the  following  year  a 
second  expedition  went  out,  this  time  with  the 
Swan  alone.  In  those  two  years  Drake  saw  what 
he  wanted  to  see,  and  laid  his  plans  for  the  future. 

14 


CHIEF   PIRATE   OF   QUEEN  ELIZABETH        15 

Prepared  to  put  his  reckless  scheme  into  execu- 
tion, on  Whitsunday  Eve,  in  1572,  Drake  set  sail 
from  Plymouth  at  the  head  of  a  tiny  squadron 
and  a  handful  of  men.1  The  Pascha  of  seventy 
tons,  Drake's  flag-ship,  led  the  van ;  and  the  rear 
was  brought  up  by  the  Swan,  of  twenty-five  tons, 
with  his  brother  John  Drake  as  captain.  This  was 
all :  two  small  vessels,  one  of  which  was  less  than 
a  quarter  the  size  of  the  smallest  class  of  modern 
channel  coasters,  and  the  other  no  heavier  than 
a  revenue  cutter  of  to-day.  These  toy  men-of-war 
were  fitted  out  with  every  warlike  device,  muni- 
tion, artillery,  tools,  and  three  small  pinnaces 
made  to  be  taken  apart  and  set  up  at  short  notice. 
The  crews  numbered  seventy-three  men,  of  whom 
only  one  was  over  thirty  years  of  age.  It  seemed 
like  a  boy's  crazy  venture. 

With  a  favorable  wind  the  squadron  sailed  with- 
out a  stop  until  it  had  its  first  sight  of  Guada- 
loupe,  one  of  the  Leeward  Isles,  in  the  West 
Indian  group.  On  reaching  Port  Pheasant,  a 
small,  land-locked  harbor  in  the  Gulf  of  Darien 
on  the  mainland,  Drake  dropped  anchor  and 
started  to  set  up  his  pinnaces.  It  was  a  safe  bay 
and  convenient  for  his  purpose.  While  in  the 

1  The  most  interesting  accounts  of  Drake's  voyages  are  the 
original  relations,  written  by  some  of  his  followers  or  contem- 
poraries, and  published  in  the  English  Garner,  by  Edward  Ar- 
ber,  Vol.  V,  and  in  the  volumes  of  the  Hakluyt  Society.  Among 
modern  works,  Julian  Corbett's  Sir  Francis  Drake  and  his 
Drake  and  the  Tudor  Navy  are  stirring  and  comprehensive. 


16  SIR  FRANCIS  DRAKE 

midst  of  his  work,  a  strange  squadron  hove  in 
sight.  It  proved  to  be  nothing  more  dangerous 
than  a  vessel  belonging  to  the  well-known  pirate 
of  the  Isle  of  Wight,  Ned  Horsey.  Captain 
Ranse  was  in  command  and  was  bringing  in  a 
Spanish  caravel  and  a  shallop  that  he  had  cap- 
tured. The  two  adventurers  decided  to  join 
forces ;  and  when,  seven  days  later,  the  united 
squadrons  crept  out  of  the  hidden  harbor,  they  pre- 
sented no  mean  appearance. 

Westward  along  the  coast  they  stole  toward 
Nombre  de  Dios,  the  treasure-house  of  the  Spanish 
Main,  and  in  a  week's  time  a  tiny  force  lay  at 
midnight  under  the  bluff,  at  the  point  of  the  har- 
bor. Drake,  with  seventy-three  men,  three  pin- 
naces, and  one  shallop,  waited  breathlessly  for  the 
breaking  of  the  dawn,  the  time  appointed  for  the 
attack.  Twenty-four  of  the  men  were  armed  with 
muskets,  the  rest  with  pikes  and  bows,  and  four 
men  had  been  selected  for  the  marine  band  and 
provided  with  drums  and  trumpets  to  inspire  the 
crew  and  alarm  the  natives. 

Silently  the  young  and  untried  hands  waited  in 
the  shadows  of  the  night  until  their  nerves  were 
strained  to  the  highest  tension.  In  awed  whispers 
they  retailed  to  one  another  the  reports  that  had 
come  to  them  of  the  strength  of  the  town  and 
of  the  Spanish  troops  near  at  hand.  Then  as 
the  light  of  the  rising  moon  began  to  illumine 
the  sky,  Drake,  to  break  the  spell,  and  under 


CHIEF   PIRATE   OF   QUEEN   ELIZABETH       17 

pretence  that  the  day  was  dawning,  ordered  the 
assault. 

Twelve  men  were  left  to  hold  the  pinnaces,  so 
as  to  make  sure  of  a  safe  retreat.  The  rest  of  the 
company  were  divided  into  two  groups,  and  ad- 
vanced upon  the  Plaza  from  different  sides.  Six 
fire-pikes  with  blazing  tow  lighted  the  way,  and 
cast  a  lurid  glow  over  the  streets ;  the  drums  and 
trumpets  sounded  with  maddening  din.  But  the 
town  had  been  aroused ;  the  great  church  bell  was 
clanging  out  the  alarm,  and  the  people  ran  hither 
and  thither,  with  cries  and  shouts  that  grew  into 
a  threatening  roar.  The  soldiers  had  been  called 
to  arms,  and  at  the  end  of  the  Plaza,  near  the 
Panama  gate,  they  were  drawn  up  to  receive  the 
attack. 

A  sharp  volley  of  shot  greeted  Drake  and  his 
men  full  in  the  face.  But  the  Englishmen,  noth- 
ing daunted,  let  fly  their  roving  arrows,  and 
then,  hand  to  hand,  with  pike  and  sword,  they 
closed  upon  the  Spaniards.  Lashed  by  the  arrows 
and  startled  by  the  blinding  flame  of  the  fire- 
pikes,  the  ranks  of  the  Spaniards  began  to  waver. 
Then  panic  seized  them,  their  arms  were  thrown 
away,  and  in  confusion  and  terror  they  fled 
through  the  Panama  gate. 

The  Plaza  was  left  in  the  hands  of  the  adven- 
turers. Drake  placed  a  guard  at  the  entrances, 
and  with  the  rest  of  his  men  took  possession  of 
the  governor's  house.  There,  in  a  lower  room,  a 


18  SIR  FRANCIS   DRAKE 

blaze  of  treasure  met  their  eyes.  Great  silver 
bars,  seventy  feet  long,  ten  feet  wide,  and  twelve 
feet  high,  were  piled  against  the  wall,  and  glinted 
in  the  light.  The  poor  Devon  lads  looked  in  half- 
dazed  wonder  at  the  unaccustomed  sight;  but 
Drake  ordered  not  a  bar  to  be  touched.  Spanish 
soldiers  were  still  in  the  town,  and  the  treasure- 
house  of  the  King  stood  near  the  water's  edge, 
stored  with  far  greater  wonders  of  gold  and 
precious  stones,  enough  to  overflow  their  pin- 
naces. 

At  this  moment  some  of  the  men  came  running 
from  the  shore  with  the  report  that  the  pin- 
naces were  in  danger  of  being  captured.  On 
hearing  this  news,  Drake  ordered  a  party  under 
John  Oxenheim  to  reconnoitre  the  shore,  and  made 
a  rendezvous  at  the  treasure-house.  Scarcely  had 
they  started  when  a  fierce  tropical  storm  burst 
suddenly  over  their  heads.  The  thunder  roared 
and  the  rain  fell  in  torrents,  wetting  their  bow- 
strings and  ruining  their  powder.  By  the  time 
they  reached  the  shore,  the  men  had  lost  their 
nerve.  Even  the  taunts  Drake  hurled  at  them 
failed  to  restore  their  grit. 

"  I  have  brought  you  to  the  door  of  the  treas- 
ure-house of  the  world,"  he  cried ;  "  blame  no 
one  but  yourselves  if  you  go  away  empty ! ' 

Then  he  stepped  forward  and  ordered  them  to 
break  into  the  treasure-house.  But  as  he  did  so, 
he  fell  on  his  face,  and  the  blood  gushed  from  a 


CHIEF   PIRATE   OF   QUEEN   ELIZABETH        19 

wound  in  his  leg.  He  had  been  shot  early  in  the 
encounter,  and  had  concealed  it  that  his  men 
might  not  lose  heart.  His  followers  lifted  him 
from  the  ground,  and  against  all  his  entreaties 
carried  him  to  his  boat;  and  to  preserve  their 
captain's  life  they  abandoned  the  rich  spoil  which 
they  had  come  so  far  to  seek. 

Mysteriously  the  dreaded  pirate  vanished  from 
sight  as  suddenly  as  he  had  come.  For  a  time  he 
disappeared  from  the  Spaniards'  view.  But  in  a 
hidden  bay  in  the  Gulf  of  Darien,  his  favorite 
secret  retreat,  other  and  stranger  projects  were 
being  brewed.  With  the  help  of  the  Maroons,  a 
savage  tribe  of  escaped  negro  slaves,  Drake 
planned  to  intercept  the  gold  that  was  carried  on 
mule  packs  across  the  Isthmus  to  be  shipped  to 
Spain.  But  months  must  pass  before  the  opening 
of  the  dry  season  when  the  ambush  could  be  laid, 
and  meanwhile  his  pinnaces  stole  from  the  harbor, 
swept  the  seas,  held  up  passing  ships,  and  raided 
the  neighboring  coast. 

For  six  months  Drake  lay  in  hiding.  At  first 
all  was  cheerful  bustle  and  activity  in  the  tropical 
camp.  Between  play  and  work,  the  summer  and 
autumn  months  flew  by.  Then  came  the  rainy 
season,  and  in  its  train  suffering,  misfortune,  and 
disease.  John  Drake  was  killed  in  a  rash  en- 
counter, Joseph  Drake  died  of  the  pestilence, 
provisions  ran  short,  and  as  the  sun  shone  again 
through  the  murky,  steaming  atmosphere,  scores 


20  SIR  FRANCIS   DRAKE 

of  men  dropped  dead  of  the  fever.  It  was  a  time 
to  try  the  stoutest  heart. 

By  the  last  of  January,  when  news  finally  came 
that  the  escort  fleet  had  arrived  at  Nombre  de 
Dios  and  the  gold  was  moving  in  the  mule  trains 
from  Panama,  only  forty-five  men  had  survived, 
out  of  the  original  seventy-three  who  had  sailed 
from  Plymouth  eight  months  before.  Of  these, 
many  were  too  ill  to  move,  and  eighteen  youths 
formed  the  small  band  of  Englishmen  that  started 
on  the  wild  and  desperate  march  across  the  Cor- 
dilleras. The  rest  of  the  party  of  forty -eight 
were  Maroons. 

Through  the  dense  forests  of  magnificent, 
primeval  trees,  unlighted  by  the  rays  of  the  sun, 
the  little  band  crept  along  the  trail  in  deathlike 
silence.  Four  negro  guides  went  on  before  and 
marked  the  path  with  broken  boughs.  A  week's 
march  brought  them  to  the  summit  of  the  pass, 
and  there  a  marvellous  sight  met  the  eyes  of  the 
great  adventurer.  At  his  feet  lay  the  Atlantic 
Ocean  whose  waters  he  had  roved,  and  on  the 
south  rolled  the  mighty  Pacific,  the  fabled  ocean 
never  before  seen  by  English  eyes. 

Filled  with  awe  and  a  great  wonder  he  "be- 
sought Almighty  God,  of  His  goodness,  to  give 
him  life  and  leave  to  sail  once  in  an  English  ship 
on  that  sea ! "  After  years  of  waiting,  his  desire 
was  to  be  finally  granted,  and  this  day  marked  a 
period  in  his  life  of  greater  importance  than  all 


CHIEF   PIRATE   OF   QUEEN   ELIZABETH        21 

the  reckless  escapades  of  piracy  and  ambuscade  in 
which  his  spirit  revelled. 

Fired  with  a  new  hope,  he  now  flung  himself  down 
the  steep  descent  to  Panama,  and  on  the  Nombre  de 
Dios  road  lay  in  ambush  with  his  men.  The  mule 
trains,  laden  with  gold  and  jewels,  were  hourly  ex- 
pected. Through  long,  weary  hours  they  waited, 
crouching  in  the  tall  grass,  silent  and  breathless. 

Presently  the  tinkle  of  mule  bells  came  faintly 
down  the  road,  and  the  hearts  of  the  Devon  lads 
beat  quicker  at  the  thought  of  the  fabulous  wealth 
that  lay  within  their  grasp.  The  moment  was  at 
hand  for  which  they  had  endured  months  of  wait- 
ing and  of  incredible  hardships  ;  but  the  curiosity 
of  one  man  spoiled  the  well-laid  scheme,  and  all 
because  he  had  drunk  too  deeply  of  clear  aqua 
vitce.  The  name  of  Robert  Pike  gained  unenvied 
notoriety.  He  had  received  orders  to  lie  close  to 
the  ground  and  keep  motionless.  The  safety  of 
the  whole  party  depended  on  secrecy.  But,  eager 
to  see  with  his  own  eyes  whether  the  coveted 
treasure  was  nearing  the  ambuscade,  he  raised 
himself  above  the  protecting  grass.  He  was  seen 
by  the  enemy,  and  the  alarm  was  given. 

Craftily  the  Spaniards  sent  the  victual  train 
ahead,  while  the  precious  gold  packs  turned  back 
toward  Panama.  When  Drake  and  his  men,  with 
shouts  and  cries,  leaped  from  the  thicket  and  fell 
upon  the  heavily  laden  mules,  they  found  not  a 
grain  of  the  rich  and  coveted  booty. 


22  SIR  FRANCIS   DRAKE 

The  famous  march  and  ambuscade  had  failed, 
but  Drake's  temper  was  not  one  to  be  tamely 
thwarted.  He  now  planned  a  second  journey, 
this  time  along  the  coast  from  Rio  Francisco  to 
Nombre  de  Dios.  Meanwhile  he  played  a  bewil- 
dering game  on  the  Spaniards.  He  appeared  and 
vanished  as  if  by  enchantment.  One  day  he 
captured  and  sacked  Venta  Crux.  Within  a 
fortnight  he  threatened  the  port  of  Veragua.  His 
agile  pinnaces  sped  here  and  there,  eastward  and 
westward,  picking  up  Spanish  frigates.  No  one 
knew  where  El  Draque  might  next  appear. 

On  the  morning  of  the  1st  of  April  a  mule 
train,  laden  with  gold  and  silver,  was  travelling 
along  the  road  to  Venta  Crux.  A  mile  from  the 
town,  within  earshot  of  the  carpenters  working  at 
the  docks,  lay  an  English  ambuscade.  The  mule 
bells  tinkled  on  the  road  from  Panama.  Suddenly 
the  dead  silence  was  broken  by  a  frightful  din.  The 
foremost  and  hindmost  mules  were  seized,  and  the 
rest  lay  down.  Volleys  of  bullets  and  arrows 
spread  terror  among  the  guard  of  soldiers.  In  a 
panic  they  fled,  leaving  the  mules  and  their  pre- 
cious burdens  in  the  hands  of  the  victors. 

Swiftly  and  dexterously  the  silver  bars  were 
hidden  in  the  burrows  of  the  land-crabs,  or  buried 
under  the  gravel  of  the  river  bed.  The  gold  was 
stowed  away  in  shirts  and  pockets,  and  with 
forced  marches  the  Devon  lads  returned  to  Rio 
Francisco.  But  their  pinnaces  were  nowhere  to  be 


CHIEF  PIRATE  TO   QUEEN  ELIZABETH       23 

seen.  Instead,  seven  Spanish  craft  rode  in  the  har- 
bor, and  all  hope  of  safety  seemed  for  the  moment 
gone.  But  when  the  whole  company  despaired, 
Drake's  ingenuity  found  a  way  of  escape. 

A  raft  was  built  from  drifted  tree  trunks,  and, 
with  a  biscuit  sack  for  a  sail  and  a  tree  for  a 
rudder,  Drake  with  three  men  started  on  a  wild 
sail  over  an  angry  sea  lashed  into  high  waves  by 
a  fierce  wind.  The  scorching  sun  beat, down 
upon  them,  the  waves  dashed  to  their  shoulders ; 
they  sat  for  six  hours  in  water  to  their  waists, 
until  their  strength  was  almost  exhausted.  As 
night  came  on,  in  a  quiet  cove  behind  a  point 
of  land,  where  they  had  retreated  for  shelter,  the 
pinnaces  were  found.  That  night  Drake  rowed 
back  to  Rio  Francisco,  recovered  the  silver  which 
had  been  hidden  in  the  holes  and  sand,  took  in 
his  men  and  the  treasure,  and  at  the  first  gray 
streaks  of  dawn  set  sail  to  join  the  larger  ships. 

A  fortnight  later  the  English  lads  started  on 
their  homeward  journey,  laden  with  a  rich  booty ; 
for,  besides  the  treasure  of  gold  and  silver,  they 
had  overhauled  two  hundred  vessels  in  the  Carib- 
bean Sea.  After  a  prosperous  home  voyage,  they 
sighted  the  harbor  of  Plymouth  on  Sunday,  the 
9th  of  August,  1573.  It  was  church  time  when 
the  little  ships  sailed  into  port,  but  so  great  was 
the  joy  at  their  return  that  the  congregations 
hurried  down  to  the  docks  to  greet  the  successful 
adventurers. 


CHAPTER  III 

ON  THE  FABLED  OCEAN 

DRAKE  had  returned  to  England  with  no 
wish  to  rest.  Burning  with  the  desire  to  thread 
the  mazes  of  the  fabled  Pacific,  he  used  every 
effort  to  persuade  the  Queen  and  her  counsellors 
to  sanction  his  mighty  project.  But  contrary 
influences  were  at  work,  and  for  four  years  he 
was  obliged  to  wait.  At  last  his  time  and  op- 
portunity came.  Elizabeth  contributed  a  thou- 
sand pounds  to  the  expedition,  on  condition  that 
everything  should  be  kept  a  profound  secret. 

In  November,  1577,  Drake  stood  on  the  deck 
of  his  ship  in  his  "loose,  dark,  seaman's  shirt, 
belted  at  the  waist,"  and  his  scarlet  cap,  watch- 
ing, with  who  knows  what  deep  fervor  and 
what  secret  excitement,  the  squadron  riding  in 
Plymouth  harbor  that  was  to  carry  him  on  his 
perilous  voyage  and  realize  his  great  dream.  His 
ships  were  mere  cockle-shells,  no  larger  than 
modern  coasters :  the  Pelican  of  one  hundred 
tons  and  eighteen  guns,  the  Elizabeth  of  eighty 
tons,  and  the  Marigold,  a  bark  of  thirty  tons, 
both  carrying  sixteen  guns,  the  Sivann,  a  provi- 

24 


ON  THE   FABLED   OCEAN  25 

sion  ship  of  fifty  tons,  and  the  Christopher,  a 
pinnace  of  fifteen  tons.  These  vessels,  manned 
by  a  hundred  and  fifteen  men  and  fourteen  boys, 
were  fitted  out  for  a  long  and  dangerous  voyage. 
For  munition  they  carried  "cartridges,  wildfire, 
chainshot,  guns,  pistols,  bows,  and  other  weapons." 

With  this  squadron  Drake  planned  to  sail  into  a 
chartless  and  unknown  ocean,  to  brave  a  shadowy 
world  which  superstition  had  peopled  with  every 
inconceivable  terror  of  storm,  darkness,  and  fire. 
To  his  crew  his  final  destination  was  a  secret, 
and,  when  the  squadron  finally  put  to  sea  on  the 
13th  of  December,  its  alleged  destination  was 
Alexandria.  Not  until  they  had  reached  the 
coast  of  Morocco  was  the  real  object  of  the  ven- 
ture known. 

Through  stress  of  gales,  fogs,  and  tempestuous 
seas,  of  mutiny,  treason,  and  the  tragedy  of  an 
ocean  lynch-court  and  an  execution  off  the  lonely 
coast  of  Patagonia,  the  storm-tossed  fleet  kept  on 
its  perilous  course.  A  less  unflinching  spirit  than 
that  of  Drake  would  have  quailed  under  the  ter- 
rible struggle.  Only  three  out  of  the  five  ships 
were  brought  to  the  Golden  Gates  of  the  South 
Sea.  On  the  20th  of  August,  more  than  eight 
months  after  sailing  from  Plymouth,  the  little 
fleet  reached  the  Straits  of  Magellan  and  en- 
tered, in  cold  and  in  sickness,  the  dangerous  pas- 
sage between  high,  gray  cliffs  and  snow-topped 
mountains.  On  the  6th  of  September  the  Peli- 


26  SIR  FRANCIS  DRAKE 

can,  rechristened  as  the  world-famed  G-olden 
Hind,  sailed  into  the  Pacific  Ocean,  the  first  of 
English  ships  to  ride  the  tempest-swept  waters 
of  the  South  Sea. 

But  the  stress  of  the  fight  had  only  just  begun. 
No  sooner  had  the  discoverers  entered  the  con- 
fines of  the  new  sea-realm  than  all  the  fury  of  a 
violent  tempest  burst  over  them.  For  six  weeks 
they  were  tossed  to  and  fro,  battered  and  torn, 
swept  six  hundred  miles  out  of  their  course.  In 
three  weeks  the  Marigold  went  down  with  all 
on  board.  A  week  later  the  Elizabeth  became 
separated  from  the  flag-ship,  and  Captain  Wynter, 
losing  heart,  returned  through  the  Straits  the  way 
he  had  come,  and  sailed  back  to  England. 

Drake  was  left  alone,  but  unsubdued.  And  the 
storm,  as  if  exhausted  in  its  battle  with  the  man  of 
iron  will,  fell  away  and  died.  Again  the  sun 
shone  out  and  fair  winds  smoothed  the  waters. 
Drake  found  himself  threading  the  islands  of 
Tierra  del  Fuego,  and  then  on  a  late  October  day 
he  knew  that  he  was  one  of  the  great  discoverers 
of  the  world.  He  stood  on  the  southernmost 
point  of  land  of  the  western  hemisphere,  and  at 
his  feet,  where  the  dream  of  ages  had  placed  a 
mystic  terra  incognita,  the  waters  of  the  Atlantic 
and  the  Pacific  rolled  together  in  one  mighty 
ocean.  With  his  hand  he  struck  from  the  chart 
the  Terra  Australis  Incognita. 

From   this   moment  his  voyage  became   a   tri- 


ON  THE   FABLED  OCEAN  27 

umphal  progress.  Turning  his  face  northward, 
he  sailed  up  the  coast  of  Chile  and  Peru,  and  as 
he  went  he  made  surveys  of  the  coast.  But  the 
adventurer  in  him  had  not  yet  been  wholly  lost 
in  the  navigator  and  discoverer.  In  his  veins  still 
flowed  the  hot  pirate  blood,  and  now  prize  after 
prize  marked  his  advance. 

In  Valparaiso  harbor  a  rich  galleon  of  Spain 
rode  at  anchor,  heavily  laden  with  Spanish  bullion 
to  the  amount  of  thirty-seven  thousand  ducats, 
when  suddenly  the  Grolden  Hind  hove  in  sight. 
Never  before  had  a  strange  sail  been  seen  in  these 
waters,  and  the  crew  of  the  Grand  Captain  of  the 
South  thought  the  new  arrival  was  a  friendly 
vessel.  The  Spaniards  brought  out  bottles  of 
Chile  wine  to  drink  to  the  newcomer's  health, 
but  they  drank  too  deeply.  Tumbled  into  the 
hatches  of  their  own  ship  by  the  English  sailors, 
they  did  not  recover  from  their  amazement  before 
the  whole  treasure  had  been  rifled. 

Then  on  to  Tarapaca.  Bars  of  silver  lay  piled 
upon  the  pier.  Trains  of  sheep  from  the  inland 
came  to  deposit  their  precious  loads,  which  a 
favorable  wind  was  to  carry  to  Panama.  Instead, 
the  rich  stores  went  to  make  ballast  for  the  pirate 
ships.  Next  came  Arica,  where  the  English 
buccaneers  found  wedges  of  silver  as  large  as 
"brick-bats."  Day  by  day  fresh  booty  fell  into 
their  hands. 

Reaching  Callao  de  Lima,  news  was  brought  to 


28  SIR  FRANCIS  DRAKE 

Drake  that  a  Spanish  galleon,  laden  with  large 
quantities  of  gold  and  precious  stones,  had  sailed 
for  Panama.  No  time  was  lost.  Drake  flew  in 
pursuit.  The  Cacafuego  had  a  good  fourteen 
days'  start,  but  the  Golden  Hind  was  fleet  of 
wing.  Northward  the  good  ship  dashed  under 
press  of  sail,  and  hour  by  hour  as  she  sprang  over 
the  waves  the  distance  shortened.  For  eight 
hundred  miles  the  ocean  race  went  on. 

At  six  o'clock,  on  the  evening  of  the  ninth  day, 
the  treasure-ship  was  sighted,  and  the  chase 
ended.  One  broadside  cleared  the  decks  of  the 
Cacafuego,  and  in  mid-ocean  the  ship  was  rifled. 
Chests  of  plate,  twenty-six  tons  of  silver,  eighty 
pounds  weight  of  gold,  and  countless  jewels  filled 
the  hold  of  the  Crolden  Hind. 

Drake  now  thought  of  home.  His  precious 
cargo,  he  felt,  must  no  longer  be  risked  in  mad 
exploits.  But  for  him  it  was  too  tame  a  thing 
to  return  on  his  steps,  and  he  desired  no  less 
than  to  "  cut  a  furrow  with  his  keel "  around 
the  globe.  With  this  new  enterprise  in  view,  the 
first  necessity  was  a  complete  refitting  of  the 
G-olden  Hind,  for  "  twenty  thousand  miles  of  un- 
known water "  lay  before  him.  A  month  was 
spent  in  a  bay  in  Lower  California ;  hull,  rigging, 
and  sails  were  overhauled,  and  the  whole  ship 
thoroughly  repaired. 

Then  straight  across  the  Pacific,  Drake  took 
his  course  :  past  the  Caroline  Islands,  past  the 


ON   THE   FABLED   OCEAN  29 

Philippines,  past  the  Moluccas.  Creeping  among 
the  maze  of  dangerous  shoals  and  coral  reefs  in 
the  sea  of  Celebes,  the  Crolden  Hind  ran  suddenly 
upon  a  hidden  rock.  For  twenty  hours  she  lay 
at  the  mercy  of  the  waves,  caught  fast,  with  no 
hope  of  rescue.  In  despair,  eight  guns  and  three 
tons  of  cloves  were  thrown  overboard ;  at  the 
same  time  the  wind  veered  suddenly  to  lar- 
board, sails  were  hoisted,  and  the  ship  slid  off 
the  reef.  This  was  the  last  and  greatest  danger. 
Soon  the  G-olden  Hind  was  clear  of  the  Archipel- 
ago, and  bounding  past  the  Cape  of  Good  Hope. 
And  in  two  years  and  ten  months  from  the  day 
of  sailing  she  swept  into  Plymouth  Sound. 

In  England  nothing  had  been  heard  of  Drake 
for  eighteen  months.  It  was  generally  supposed 
that  he  had  perished  in  the  chaos  of  the  South 
Sea.  Rumors  even  of  his  execution  by  the 
Spaniards  had  reached  London,  and  the  peace 
party  were  relieved  at  the  thought  that  the 
Queen's  chief  pirate  would  no  longer  endanger 
their  relations  with  Spain.  Then  like  a  thunder- 
bolt he  reappeared,  covered  with  renown  and 
laden  with  fabulous  riches.  But  he  arrived  to 
find  that  the  Queen  had  disowned  him,  and  that 
the  Spanish  ambassador  was  calling  loudly  for 
redress.  It  seemed  as  though  his  reception  might 
be  an  execution  rather  than  a  triumph. 

Accustomed  to  the  vagaries  of  Elizabeth's 
moods  and  to  the  policy  of  the  English  crown, 


30  SIR  FRANCIS   DRAKE 

Drake,  with  his  customary  independence,  dropped 
anchor  behind  St.  Nicholas  Island,  in  Plymouth 
harbor,  where  his  father  had  fled  with  him  from 
persecution  thirty  years  before.  There  he  was 
content  to  wait,  and  before  long,  as  he  had  fore- 
seen, a  messenger  sped  from  court  to  summon 
him  before  the  Queen.  When  he  obeyed  the 
summons  it  was  not  with  empty  hands.  Drake 
knew  Elizabeth's  fondness  for  piracy,  or  rather 
for  its  plunder,  and  the  richest  of  the  spoils  went 
with  him  as  a  gift  to  her  and  to  her  courtiers. 

This  was  the  turning-point  of  the  scales  of 
fortune.  Beguiled  by  the  vastness  of  the  booty, 
and  filled  with  admiration  for  Drake's  daring  ex- 
ploits, the  Queen  loaded  him  with  honors.  He 
became  the  hero  of  the  hour.  All  England  rang 
with  his  praises.  A  cry  of  exultation  rose 
throughout  the  land,  from  shore  to  shore,  from 
the  Lizard  to  the  Downs. 

The  booty  was  carried  to  the  Tower,  but  before 
registration  $400,000  were  extracted  from  the 
pile  as  Drake's  share  of  the  spoils,  and  Elizabeth 
winked  at  the  little  game.  Later  she  added  an- 
other $50,000  to  his  reward.  The  G-olden  Hind 
was  brought  up  the  Thames  and  preserved  as  a 
memorial.  A  public  banquet  was  given  on  her 
deck,  and  the  Queen,  who  graced  the  board,  con- 
ferred on  Drake  the  honor  of  knighthood. 

But  the  great  discoverer  had  not  come  home 
to  be  petted  at  court.  His  far-reaching  mind  was 


ON   THE   FABLED   OCEAN  31 

devising  new  and  deeper  plans  for  the  growth 
of  England's  supremacy  at  sea.  He  was  burning 
to  prove  the  hidden  possibilities  of  the  navy  as  a 
separate  weapon  of  warfare.  Having  discovered 
the  vulnerable  point  in  Philip's  armor,  he  spent 
hours  in  the  closet  of  Queen  Elizabeth,  showing 
her  how  the  power  of  Spain,  which  threatened  to 
overwhelm  the  whole  of  Europe,  might  be  broken 
by  striking  a  heavy  blow  at  her  trade. 

Five  years  were  to  pass  before  he  could  obtain 
his  letters  of  marque.  In  the  midst  of  treachery, 
plots,  vacillations,  and  delays,  his  spirit  fretted 
to  be  loosed  once  more  upon  the  waters.  Mean- 
while he  had  work  to  do  at  home  in  the  organiza- 
tion of  the  navy,  in  voting  supplies  as  member 
of  Parliament,  and  in  improving  the  town  and 
harbor  of  Plymouth  in  his  capacity  as  mayor. 

At  last  came  the  order  to  sail.  Philip's  seizure 
of  English  corn-ships  precipitated  hostilities.  The 
fleet  which  Drake  had  collected  in  Plymouth  Sound 
was  the  largest  that  had  sailed  under  his  command, 
and  the  most  extensive  privateering  fleet  on  record. 
It  numbered  two  men-of-war,  eighteen  cruisers, 
and  a  large  number  of  store-ships  and  pinnaces ; 
two  thousand  soldiers  and  sailors  manned  the 
expedition.  On  a  day  late  in  September,  1585, 
Drake  ran  up  his  colors  on  the  Elizabeth  Bona- 
ventura,  and  the  fleet  stood  out  to  sea. 

Again  Drake's  goal  was  the  West  Indies,  but 
with  this  fresh  enterprise  a  new  period  in  his 


32  SIR  FRANCIS   DRAKE 

life  was  beginning  to  unfold  itself.  No  longer 
as  pirate  or  discoverer  will  he  now  figure :  he 
opens  his  career  as  naval  strategist  and  com- 
mander. 

In  his  haste  to  leave  harbor,  Drake  started  short 
of  provisions.  So  on  his  way  he  stopped  at  the 
Bayona  Islands,  and  seized  plunder  to  victual  the 
entire  fleet.  Next  came  St.  lago  on  the  Cape 
Verde  Islands.  The  town  was  stormed,  the  island 
raided.  From  there  his  course  lay  across  the 
Atlantic  to  the  West  Indies.  San  Domingo  was 
reached  soon  after  Christmas. 

San  Domingo  was  a  walled  and  fortified  city, 
the  largest  and  most  important  in  the  Indies,  and 
was  strongly  garrisoned.  Its  fall  would  have  a 
powerful  moral  effect  upon  the  whole  of  Europe. 
Drake  realized  this,  and  felt  the  importance  of 
carrying  the  position,  even  though  it  meant  a 
serious  naval  operation.  He  planned  the  attack 
with  care.  The  town  was  taken  by  surprise  and 
stormed.  After  a  few  hours  of  brisk  fighting  the 
Spanish  troops  fled  across  the  river,  and  the  Eng- 
lish held  possession  of  the  Plaza.  But  Drake's 
force  was  not  large  enough  to  garrison  the  place ; 
and,  instead  of  attempting  to  hold  the  city,  he  de- 
manded and  received  a  ransom  of  $250,000.  After 
destroying  the  shipping  in  the  harbor,  he  moved 
on  to  the  Spanish  Main. 

In  February  he  sighted  Cartagena,  the  capital 
of  the  Main,  and  one  of  the  wealthiest  of  the 


ON  THE   FABLED  OCEAN 


Spanish  cities.  Formidable  defences  surrounded 
it  on  all  sides.  A  lagoon,  to  which  only  two 
narrow  entrances  gave  access,  protected  it  on 
the  side  of  the  sea;  while  a  natural  creek  made 
approach  from  the  land  almost  impossible.  Forti- 
fied intrenchments  defended  all  the  channels ; 
powerful  forts  commanded  the  approaches,  and  an 
attempt  to  storm  the  city  seemed  madness.  But 
Drake,  as  usual,  found  a  way  out  of  the  difficulty. 

A  detachment  was  ordered  to  wade  through  the 
surf  and  to  come  unexpectedly  upon  the  city 
at  a  point  where  the  enemy  feared  no  advance, 
and  had  made  no  preparation  for  defence.  At 
the  same  time  a  boat-attack  was  feigned  on  the 
side  of  the  harbor,  in  order  to  deceive  the  Span- 
iards. The  stratagem  was  successful.  The  city 
was  taken  with  a  rush,  the  garrison  fled,  Drake 
burned  the  shipping,  and  demanded  a  ransom  of 
1150,000. 

This  feat  accomplished,  he  next  turned  his  eyes 
on  the  wealth  of  Panama.  But  sickness  had 
broken  out  among  his  men,  many  had  died,  and 
others  were  stricken  down  every  day.  With  his 
diminished  force  he  could  not  hope  for  success. 
So  toward  the  last  of  March  he  made  sail  for 
home,  fully  satisfied  that  by  the  capture  of  San 
Domingo  and  Cartagena,  and  the  plunder  of  St. 
lago  and  Vigo,  he  had  struck  a  heavy  moral 
blow  to  Spain  from  which  she  was  not  likely  to 
recover. 


CHAPTER  IV 

THE  VICTOR  OF  GRAVELINES 

IN  four  months  Drake  reached  England,  and  on 
his  arrival  at  Plymouth  promptly  wrote  to  the  gov- 
ernment asking  for  further  orders.  He  had  given 
the  world  a  lesson  in  naval  warfare,  and  had 
changed  the  tide  of  European  politics,  and  now 
he  stood  ready  for  further  exploits.  But  Elizabeth 
was  not  anxious  to  send  him  on  the  offensive. 
Plots  and  threats  of  war  kept  England  in  a  state 
of  danger,  and  Drake  was  needed  at  home. 
While  he  chafed  to  be  gone  on  some  new  expe- 
dition, he  was  not  inactive  at  court.  He  strove 
to  awaken  a  warlike  spirit  in  the  Queen,  to  show 
her  the  undreamed-of  power  that  lay  in  the  com- 
mand of  the  sea,  and  to  make  her  share  in  his 
projects  for  naval  supremacy.  His  efforts  were 
not  futile,  and  events  came  to  second  them. 

Philip  had  been  making  vast  preparations  to 
equip  the  most  powerful  fleet  that  the  world  had 
yet  seen.  In  all  the  ports  of  Sicily,  Italy,  Spain, 
and  Portugal,  vessels  of  enormous  size  were  built, 
provisions  and  naval  stores  were  amassed,  armies 
levied,  arms  and  ammunition  collected.  No  one 

34 


THE   VICTOR   OF   GRAVELINES  35 

as  yet  knew  the  projected  destination  of  Philip's 
gigantic  Armada,  but  rumor  whispered  that  it  was 
intended  for  the  invasion  and  conquest  of  Eng- 
land. Still  Elizabeth  disbelieved,  and  closed  her 
ears  to  all  entreaties,  and  her  eyes  to  all  proba- 
bilities. But  at  last  strong  proof  was  brought  to 
her ;  a  stolen  paper  convinced  the  Queen  that  she 
was  destined  to  be  Philip's  victim.  For  a  moment 
she  was  aroused,  and  all  was  feverish  activity  at 
the  English  court. 

Drake  was  given  the  title  of  her  Majesty's 
Admiral-at-the-Seas ;  Borough,  the  comptroller 
of  the  navy,  was  made  vice-admiral.  A  fleet  was 
equipped  of  twenty-three  sail:  five  battle-ships, 
nine  cruisers,  and  nine  gunboats.  Of  these,  four 
battle-ships  were  contributed  by  the  Queen ;  the 
rest  belonged  to  Drake  and  to  the  London  mer- 
chants. 

Drake  was  too  familiar  with  the  Queen's  change- 
able moods  not  to  hasten  the  preparations  for  de- 
parture. At  the  earliest  possible  moment  he  stood 
out  to  sea,  with  orders  to  sail  to  Cape  St.  Vincent, 
destroy  the  shipping,  prevent  concentration,  inter- 
cept supplies,  and  disperse  the  Armada.  Hardly 
had  he  disappeared  from  port,  and  was  struggling 
onward  through  a  terrific  gale,  which  swept  down 
upon  his  fleet  off  Finisterre,  than  a  messenger  rode 
post-haste  to  Plymouth.  The  Queen  had  veered; 
she  sent  orders  to  Drake  which  would  have  ham- 
pered his  movements  and  limited  his  power.  But 


36  SIR  FRANCIS   DRAKE 

Drake  had  gone.  Then  a  pinnace  made  chase 
straight  into  the  storm,  and  the  gale  that  Drake 
had  braved  put  the  pinnace  to  flight.  The  Queen's 
orders  were  brought  back  unopened,  and  her 
Admiral-at-the-Seas  sailed  on  unmolested. 

Cadiz  harbor  was  a  forest  of  masts.  Store-ships 
and  transports  crowded  the  port.  Splendid  gal- 
leons and  the  most  powerful  galleys  of  Spain  lay 
in  the  road.  Drake  determined  to  sail  in.  The 
entrance  to  the  harbor  was  narrow  and  was  de- 
fended by  the  batteries  of  the  town  and  of  Port 
St.  Mary.  Access  to  the  inner  harbor  could  be 
had  only  through  the  Puntal  channel  commanded 
by  Port  Royal.  Both  entrances  were  protected  by 
shoals  and  rocks.  In  the  face  of  these  risks  it 
seemed  like  madness  to  run  in.  So,  at  least, 
thought  Vice-admiral  Borough,  when  Drake 
called  a  council  of  war,  and  with  masterful  high- 
handedness announced  his  intentions.  Objections 
were  useless ;  Drake's  policy  had  been  neither 
timorous  nor  prudent ;  he  did  not  follow  accepted 
rules ;  he  was  an  innovator. 

He  now  headed  for  the  harbor  and  sailed  in 
between  the  batteries.  His  act  of  audacity  filled 
the  enemy  with  consternation.  The  Spanish  ves- 
sels fled  in  every  direction,  the  galleys  were  an- 
nihilated by  the  first  broadside.  Drake  was  left 
master  of  the  outer  harbor.  The  store-ships  were 
plundered  and  scuttled,  and  the  whole  English 
fleet  re  victualled  with  corn,  wine,  dried  fruits,  and 


THE  VICTOR  OF  GRAVELINES  37 

biscuit  —  the  provisions  which  had  been  accumu- 
lated for  the  great  Armada. 

But  the  work  was  still  only  half  done.  The 
inner  harbor  was  yet  to  be  raided.  With  the  next 
day's  dawn  Drake  entered  the  Puntal  passage.  It 
was  but  a  repetition  of  the  scene  in  the  outer 
harbor.  A  large  galleon  of  the  Marquis  of  Santa 
Cruz  was  the  first  to  fall  a  victim ;  then  all  the 
great  vessels  of  war  and  many  store-ships  were 
plundered  and  burned.  Twelve  thousand  tons 
of  shipping  were  destroyed  in  twenty-six  hours. 
With  the  first  fair  breeze  Drake  stood  out  of  Cadiz 
bay,  and  in  this  famous  exploit  could  boast  of  not 
having  lost  a  single  man. 

By  his  captures  Drake  had  learned  all  of  Philip's 
plans  for  the  Armada.  Squadrons  from  Italy, 
Sicily,  and  Spain  were  to  meet  at  Lisbon,  the 
headquarters  of  the  huge  naval  machine.  At 
Cape  St.  Vincent  he  determined  to  take  his  stand 
and  intercept  them.  But  his  fleet  needed  water, 
and  the  only  anchorage  along  the  coast  for  his 
ships  was  commanded  by  formidable  works.  Drake 
announced  his  intention  of  storming  the  forts. 
Borough  remonstrated,  and  was  made  a  prisoner 
in  his  own  cabin.  Then,  at  the  head  of  a  strong 
detachment,  Drake  himself  led  the  attack  on 
Sagres  Castle.  The  fort  crowned  a  steep  cliff,  and 
was  considered  almost  inaccessible.  After  a  gal- 
lant and  desperate  attempt  to  carry  the  castle  by 
storm,  faggots  were  piled  up  against  the  gate  and 


38  SIR  FRANCIS  DRAKE 

fired.  In  two  hours  the  garrison  surrendered,  the 
forts  were  at  Drake's  mercy,  and  the  anchorage 
free. 

His  next  move  was  toward  Lisbon,  for  he  medi- 
tated no  less  a  plan  than  to  fall  upon  the  Spanish 
admiral,  Santa  Cruz,  and  the  entire  Lisbon  fleet. 
But  orders  from  the  home  government  forbade  him 
from  entering  the  harbor,  and  he  was  forced  to  lie 
outside,  hoping  to  lure  or  goad  the  Spanish  admiral 
into  a  fight  in  open  waters.  He  sent  taunting  chal- 
lenges, but  all  was  of  no  avail.  Santa  Cruz  was 
handicapped  and  could  not  move.  He  lay  close- 
hauled  in  Lisbon  harbor,  and  Drake  grew  tired  of 
waiting,  and  put  to  sea. 

On  his  way  home  he  ran  in  with  a  great  carrack 
from  the  East  Indies,  the  San  Filipe,  a  royal  mer- 
chantman laden  with  a  rich  and  valuable  cargo. 
A  few  broadsides  brought  down  her  colors,  and 
Drake  sailed  away  with  a  million  dollars'  worth 
of  plunder,  and,  of  still  greater  value,  the  papers 
that  told  the  secrets  of  the  East  India  trade,  the 
first  step  toward  the  formation  of  the  famous  East 
India  Company. 

Each  time  that  Drake  sailed  jubilantly  into  Ply- 
mouth harbor,  to  lay  at  the  feet  of  the  Queen  offer- 
ings of  daring  exploits  and  brilliant  successes,  and 
still  more  alluring  gifts  of  sparkling  jewels  and 
yellow  gold,  Elizabeth  graciously  accepted  the 
offerings,  sent  her  apologies  to  Philip,  disowned  or 
reprimanded  her  pirate-admiral,  and  again  settled 


THE  VICTOR  OF  GRAVELINES  39 

down  to  an  ignominious  peace.  The  Queen  did 
not  desire  war.  The  Armada,  it  was  thought,  was 
disabled  for  a  year  to  come,  and  for  twelve  more 
months  she  could  rest  secure  in  her  apathy  and 
carry  on  her  tortuous  negotiations. 

Philip,  meanwhile,  showed  surprising  energy: 
new  galleys  were  built,  and  Spanish  harbors  were 
again  crowded  with  shipping,  stores,  and  ammuni- 
tion. Drake,  too,  was  not  inactive.  Preparations 
for  war  went  on  as  before.  Rumors  reached  Eng- 
land that  before  the  year  1587  was  out  the  great 
Armada  would  sail  from  Lisbon.  Then  all  was 
bustling  activity  again  at  the  English  court :  the 
navy  was  put  on  a  war  footing,  Lord  Howard  was 
appointed  high  admiral,  Drake  was  given  the  rank 
of  lieutenant  to  the  lord  high  admiral,  and  the 
command  of  a  squadron  of  thirty  sail,  and  the 
whole  fleet  watched  the  horizon  for  the  Spanish 
ships. 

Drake's  policy  would  have  been  to  go  in  search 
of  the  Armada,  before  it  could  sail  from  home 
ports,  and  to  scatter  it  over  the  seas.  Four  times 
he  started  with  orders  to  find  the  enemy,  and  four 
times  he  was  forced  back  to  Plymouth  harbor  by 
contrary  orders  or  contrary  winds.  Never  was  the 
Queen's  vacillating,  timorous,  parsimonious  policy 
more  exasperating  to  the  high-strung,  impetuous, 
daring  temperament  of  her  admiral.  Months 
passed,  while  Drake  paced  the  deck  of  the  Re- 
venge, fuming  at  fate,  and  exercising  his  men  at 


40  SIR  FRANCIS  DRAKE 

target  practice,  although  even  this  was  regarded 
as  an  extravagant  waste  of  ammunition  by  the 
Queen,  and  she  gave  orders  that  powder  and  sup- 
plies were  to  be  doled  out  to  the  fleet  day  by  day. 

At  last,  on  a  day  of  May  in  1588,  the  Armada  put 
to  sea.  It  was  a  gorgeous  display,  more  fitted  for 
a  pageant  than  a  war.  In  the  fleet  were  galleys, 
galleons,  and  galleasses,  all  superbly  decorated  with 
streamers,  standards,  and  gilded  images.  There 
were  bands  of  music,  and  cushions  and  awnings, 
and  there  were  magnificent  chapels  and  state 
apartments.  One  hundred  and  forty  vessels,  carry- 
ing 20,000  soldiers,  8000  sailors,  2000  grandees, 
2000  galley-slaves,  formed  the  fleet  which  set  sail 
under  the  command  of  the  Duke  of  Medina 
Sidonia. 

But  misfortune  still  followed  the  great  Armada. 
In  the  Bay  of  Biscay  it  was  overtaken  by  a 
violent  storm,  and  the  unwieldy  vessels  scattered 
hither  and  thither ;  some  of  the  smaller  ones  were 
sunk,  and  the  others  forced  to  seek  the  shelter  of 
different  ports  in  Spain.  Finally  the  damages  were 
repaired,  and  the  fleet  again  set  sail. 

On  the  29th  of  July  the  Armada  was  at  last 
sighted  off  the  Lizard  on  the  English  coast,  bear- 
ing down  under  full  sail  in  the  form  of  a  crescent, 
and  stretching  seven  miles  from  horn  to  horn. 
On  the  same  day  and  night  ten  thousand  beacon 
fires  leaped  from  end  to  end  of  England's  shores 
to  give  warning  of  the  enemy. 


THE  VICTOR  OF  GRAVELINES  41 

It  was  a  solemn  sight  when  the  two  fleets  had 
their  first  meeting.  The  English  ships  —  com- 
manded by  such  masters  of  the  waves  as  Howard, 
Drake,  Hawkins,  Frobisher  —  were  light,  swift, 
and  easily  managed.  They  could  sail  in  and  out 
and  round  and  round  among  the  unwieldy  gal- 
leasses, cannonading  the  enemy  and  then  escaping 
nimbly  out  of  range.  For  days  these  quick  frig- 
ates teased  and  harassed  the  clumsy  galleons,  and 
pelted  their  enormous  turrets,  which  looked  like 
castellated  fortresses.  Twice  the  two  fleets  closed 
yard-arm  to  yard-arm  in  hot  and  spirited  conflict, 
exchanging  broadside  after  broadside  of  great  can- 
non, the  English  dancing  off  again  after  inflicting 
heavy  damage.  Slowly  holding  their  course  along 
the  coast  the  two  fleets  at  last  dropped  anchor  in 
the  narrow  straits  between  Dover  and  Calais.  So 
Spain  and  England  lay  facing  each  other  —  one 
hundred  and  thirty  Spanish  ships,  the  largest  and 
heaviest  in  the  world,  against  one  hundred  and 
fifty  light  English  frigates.  In  number  they  were 
not  unequal,  but  the  Spaniards  far  outstripped  the 
English  in  size,  in  artillery,  and  in  men.  Could 
the  slender  frigates  cope  with  the  mighty  ships  of 
Spain  ?  Yet  the  Spaniards  had  one  disadvantage, 
to  which  they  partly  owed  their  defeat.  Their 
men  were  soldiers,  not  marines.  They  belonged 
to  the  army  rather  than  to  the  navy,  and  fought 
as  they  would  on  land.  It  was  the  twilight  of  the 
ancient  navy  pitted  against  the  first  dawn  of  the 
modern  navy. 


42  SIR  FRANCIS  DRAKE 

On  the  next  night,  past  midnight,  as  the  clouds 
covered  the  moon  and  no  eye  could  pierce  the 
darkness,  six  vessels  crept  noiselessly  within  the 
Spanish  line.  A  moment  later  the  sea  was 
illumined,  and  six  moving  volcanoes  bore  down 
upon  the  terrified  enemy.  They  were  the  dreaded 
fire-ships,  prepared  and  sent  out  by  the  English 
under  cover  of  the  night.  Then  a  horrible  panic 
seized  the  Spaniards,  and  spread  from  ship  to  ship 
like  flames  from  sail  to  sail.  Amid  confusion  and 
yells  and  unreasonable  fear  every  cable  was  cut, 
and  every  vessel  took  to  flight.  When  daylight 
dawned,  the  Spanish  ships  lay  disabled  and  dis- 
ordered off  Gravelines.  Soon  the  English  fleet  was 
astir,  and  bore  down  upon  the  enemy  in  hot  pur- 
suit. Before  the  day  was  far  spent  a  furious  and 
general  conflict  had  begun,  which  lasted  for  six 
hours.  The  towering  ships  of  the  Armada  became 
a  confused  mass,  a  helpless  target  for  the  superior 
gunnery  of  the  English.  Riddled,  shattered,  dis- 
abled, their  shot  exhausted,  the  best  Spanish  ships 
gave  up  the  fight,  and  drifted  with  the  current 
toward  the  coast  of  Holland.  And  the  remnant 
of  the  great  Armada  fled  —  through  storm  and  in 
hunger  and  sickness  —  to  the  shores  of  Spain,  still 
pursued  by  the  agile  and  swift-sailing  English 
frigates.  Wreck  after  wreck  drifted  on  the 
waves,  until  a  handful  only  of  that  vast  and 
haughty  host  came  wandering  back  to  Spain. 

The  glory  of  the  rout  of  the  Invincible  Armada 


Defeat  of  the  Spanish   Armada,   1588. 


THE  VICTOR  OF  GRAVELINES  43 

was  due  to  Drake :  it  was  he  who  won  the  victory 
of  Gravelines,  and  watched  the  flying  enemy  lost 
in  the  sands  of  the  dangerous  coast  of  Holland,  or 
swallowed  up  in  the  blackness  of  a  tempestuous 
sea.  Though  only  vice-admiral  of  the  fleet,  it  was 
his  resolution,  energy,  and  heroic  daring  that  led 
the  English  fleet  to  the  attack  while  Lord  Howard 
loitered  behind. 

After  the  breaking  of  King  Philip's  power, 
Drake's  ambition  grew.  It  was  his  dream  to  com- 
mand an  armada  of  his  own,  to  liberate  Portugal, 
and  set  Don  Antonio  on  the  throne.  The  expedi- 
tion failed,  but  it  was  a  brilliant  failure  which 
brought  the  Spanish  king  much  trouble  and  the 
English  much  honor. 

The  last  act  in  the  tragedy  of  Drake's  life  was 
laid  among  the  scenes  of  his  youth  and  of  his  early 
triumphs.  Drawn  irresistibly  toward  those  islands 
in  the  Caribbean  Sea  that  had  witnessed  his  first 
exploits,  he  led  his  squadron  to  La  Hacha,  to 
Nombre  de  Dios,  and  then  in  a  wave  of  the  adven- 
turous spirit  of  his  boyhood  he  headed  for  Truxillo, 
the  port  of  Honduras,  and  for  the  rich  towns  of 
Nicaragua.  But  a  foul  wind  caught  him  and  held 
him  in  the  fatal  Mosquito  Gulf,  where  pestilence 
lurked  in  every  breath  of  air. 

In  a  week's  time  Drake  was  stricken  down  with 
illness,  and  as  the  fleet  sailed  back  to  Puerto  Bello, 
he  lay  in  delirium  on  his  bed.  On  the  28th  of 
January,  1596,  the  great  sea  king  was  dead. 


44  SIR  FRANCIS  DRAKE 

Few  are  those  who  are  fortunate  enough  to  pass 
from  the  scene  in  the  hour  of  triumph,  and  at  the 
moment  of  their  most  brilliant  renown,  before 
reverses  or  mistakes  have  come  to  dim  the  lustre 
of  their  glory.  He  who  had  fought  throughout  his 
life  for  his  country,  for  fame,  revenge,  and  power, 
for  English  supremacy  at  sea,  was  not  granted  the 
boon  of  dying  in  battle  —  in  that  battle  which 
crushed  the  might  of  Spain  and  left  England  mis- 
tress of  the  waves. 

A  league  out  to  sea  he  was  given  a  seaman's 
grave,  and  the  pirate-admiral,  who  in  life  had  been 
the  mortal  foe  of  Spain,  lay  alone  in  those  Spanish 
waters  over  which  he  had  so  often  led  his  ships  in 
triumph. 


ADMIRAL  MARTIN  HARPERTZOON 
TROMP 

1597-1653 


ADMIKAL  MARTIN  HARPERTZOON 
TROMP 

CHAPTER  V 

A  GALLANT  DUTCH  SEAMAN 

"  I  STRUGGLE,  but  I  overcome."  This  motto  and 
the  emblem,  a  lion  amidst  the  waves,  adopted  by 
the  Netherlanders  when  they  freed  themselves 
from  Spain,  stand  for  the  indomitable  courage,  the 
unyielding  spirit,  the  love  of  liberty,  and  the  hero- 
ism of  the  Dutch. 

A  race  of  warriors  from  the  time  when  the  first 
"  Count  of  Holland  "  established  himself  on  a  bog 
at  the  mouth  of  the  Rhine,  and  levied  toll  on  every 
vessel  that  passed  up  and  down  the  labyrinth  of 
stagnant  channels  which  surrounded  his  morass, 
they  went  on  through  long  centuries  warring  for 
their  freedom  against  men  and  waves.  Sea  fighters 
throughout  their  history,  they  have  struggled  with 
the  ocean  and  on  the  ocean  ever  since  they  first 
reclaimed  the  innumerable  islands  and  the  wilder- 
ness of  mud-banks,  which  became  the  little  repub- 
lic, conqueror  of  Spain,  and  one  of  the  foremost 
maritime  and  commercial  states  of  Europe. 

47 


48  ADMIRAL  TROMP 

Surrounded  on  almost  every  side  by  the  North 
Sea  and  the  Zuyder  Zee,  riddled  by  rivers,  inter- 
laced by  the  thousand  streams  which  form  the 
mouths  of  the  Rhine  and  the  Meuse,  water  has 
been  at  all  times  both  Holland's  friend  and  foe, 
her  natural  element,  the  source  of  her  wealth  and 
strength,  and  the  chief  developer  of  her  determina- 
tion, her  obstinate  perseverance,  and  her  valor. 

First,  she  conquered  the  sea,  for  the  waves  were 
ever  threatening  to  destroy  the  land  that  the  rivers 
had  gradually  built  up  by  their  deposits  of  alluvial 
mud.  When  the  sea  had  been  kept  within  bounds 
behind  high  walls  and  dikes,  Holland  next  set  out 
to  make  herself  mistress  on  the  waters.  Her 
annals  are  crowded  with  the  names  of  valiant  sea- 
men who  carried  her  arms  and  her  trade  to  the 
shores  of  Europe,  Asia,  Africa,  and  America. 
Among  these  names  —  among  her  Heemskerks, 
Heins,  Tromps,  De  Withs,  De  Ruyters,  Evertsens, 
—  the  greatest  are  those  of  Martin  Tromp  and 
Michael  De  Ruyter. 

At  the  mouth  of  the  Meuse,  among  the  mud- 
banks  and  swamps  and  yellow  streams  of  Holland, 
lies  the  little  town  of  Brielle.  There  Martin 
Harpertzoon  Tromp  was  born  in  1597.  His  grand- 
father had  been  a  coasting  trader,  and  his  father  a 
merchant  captain,  and  the  first  stories  to  which  he 
listened  were  of  fishermen  and  sailors,  and  the 
dangers  and  adventures  of  sea  life. 

Before  he  was  nine  years  old,  little  Martin  had 


A  GALLANT  DUTCH  SEAMAN  49 

been  to  sea  on  his  father's  ship,  and  had  seen  more 
than  one  sea  skirmish.  In  1607  he  was  in  the 
thick  of  a  stirring  battle,  when  a  small  Dutch 
squadron  of  twenty-six  sail  under  Heemskerk 
attacked  and  destroyed  the  royal  fleet  of  Spain, 
which  lay  in  magnificent  array  off  Gibraltar. 

The  elder  Tromp,  who  was  captain  of  one  of 
the  Dutch  ships,  had  brought  his  ten-year-old  boy 
with  him  on  the  expedition.  In  the  heat  of  the 
struggle,  when  the  vessels  were  linked  to  one  an- 
other in  deadly  conflict,  when  the  guns  were 
thundering  and  belching  cataracts  of  smoke,  little 
Martin  rushed  up  from  the  cabin  in  time  to  see 
his  father  fall  to  the  deck,  shot  dead  by  a  bullet 
from  the  enemy.  His  eyes  full  of  tears,  he  threw 
himself  passionately  on  his  father's  body,  and 
appealed  to  the  sailors  to  avenge  his  death. 

Martin's  future  had  been  carved  out  for  him  by 
inheritance  and  events.  He  could  be  nothing 
other  than  a  seaman,  whether  as  cabin-boy  or 
admiral.  The  step  from  one  to  the  other  was  for 
him  not  a  long  one.  He  mounted  his  grades  with 
marvellous  rapidity.  But  in  the  years  before  he 
hoisted  his  admiral's  flag  he  had  many  adventures 
that  inured  him  to  hardship,  and  shaped  his  fear- 
less, determined  character. 

The  rough  and  hard  sea  life  early  formed  his 
soul  to  patience,  courage  and  independence,  hon- 
esty, simplicity,  and  indomitable  strength.  We 
know  very  little  of  those  years  of  training.  But 


50  ADMIRAL  TROMP 

we  do  know  that  he  was  taken  prisoner  by  a 
British  corsair,  on  which  he  served  as  ship-boy 
for  three  years,  and  that  afterward  he  was  cap- 
tured by  Moslem  pirates  of  the  Mediterranean. 
And  it  is  not  difficult  for  us  to  picture  to  ourselves 
the  suffering  and  bitterness  of  his  life  under  the 
rod  of  his  pirate-captors. 

When  he  at  last  made  his  escape,  and  returned 
to  his  own  country  and  to  his  home,  the  merchant 
marine  no  longer  satisfied  him.  His  aspirations 
drew  him  to  a  wider  field  of  activity.  In  1622  he 
entered  the  service  of  the  States-General  as  lieu- 
tenant, and  two  years  later  was  made  captain  of  a 
frigate. 

After  this  his  rise  was  swift  and  certain.  He 
was  a  hard  worker,  and  had  mastered  every  detail 
of  his  profession.  He  was  both  strict  and  affec- 
tionate with  his  sailors,  whom  he  called  his  chil- 
dren, while  they  in  turn  called  him  "  Father." 
He  studied  the  condition  of  the  navy,  and  planned 
reforms  in  organization  and  discipline  which  he 
afterward  carried  out.  When  he  was  promoted 
in  1637  to  the  rank  of  lieutenant-admiral,  he 
possessed  every  quality  to  make  a  great  naval 
commander.  Natural  capacity  and  experience  had 
together  turned  out  a  true  seaman. 

On  assuming  chief  command  of  the  Dutch  fleet, 
Tromp  found  it  badly  disciplined,  poorly  equipped, 
weakly  armed,  and  insufficiently  manned.  In  two 
years,  unknown  to  Europe,  quietly  and  doggedly, 


A   GALLANT   DUTCH   SEAMAN  51 

he  worked  a  formidable  change.  His  fleet  be- 
came well  armed,  faultlessly  trained,  and  perfectly 
organized. 

When  this  was  accomplished  it  was  time  to  try 
its  strength,  and  the  occasion  was  not  long  to  seek. 
Spain,  for  seventy  years  Holland's  bitterest  enemy, 
had  allied  herself  with  the  pirates  of  Dunkirk  and 
was  planning  an  invasion  of  the  republic.  At 
Corunna,  a  northern  seaport  town  of  Spain,  ships 
were  building,  soldiers  were  gathering,  and  arms 
and  provisions  being  amassed. 

The  armada  was  to  sail  northward,  meet  the 
pirates  in  the  Bay  of  Biscay,  and  under  their 
guidance  land  an  army  on  the  borders  of  the 
Meuse.  Rotterdam  and  Amsterdam  were  to  be 
overwhelmed,  and  the  entire  country  subjugated. 
Familiar  with  the  ins  and  outs  of  the  thousand 
interlacing  channels  at  the  delta  of  the  Meuse,  the 
pirates  could  have  easily  led  the  Spaniards  into 
the  heart  of  Holland. 

The  powerful  Spanish  fleet  had  not  as  yet  set 
sail  when  the  Dunkirk  pirates  stole  warily  out  of 
their  harbor.  Fourteen  men-of-war,  three  frigates, 
and  seven  armed  merchantmen  set  sail  to  keep 
their  appointment  in  the  Bay  of  Biscay.  But 
Tromp  had  been  cruising  in  the  North  Sea  on  the 
lookout  for  the  pirate  sail,  and  no  sooner  were 
they  well  out  of  harbor  than  he  bore  down  upon 
them  with  his  eleven  ships. 

The  fight  lasted  for  eight  hours.     When  night 


52  ADMIRAL   TROMP 

fell  on  the  combatants,  the  sturdy  Dutchmen  had 
captured  two  of  the  largest  pirate  ships,  burned 
a  third,  and  forced  the  rest  to  retreat  within  the 
harbor.  Then  Tromp  left  a  squadron  to  blockade 
Dunkirk,  and  advanced  to  meet  the  great  Spanish 
armada  which  had  put  to  sea  in  the  beginning  of 
September,  1639. 

Off  Beveziers,  in  the  Straits  of  Dover,  Tromp 
sighted  the  fleet  of  Spain,  her  white  sail  covering 
the  water  like  an  immense  flock  of  sea-birds,  and 
spreading  their  wings  over  miles  of  the  narrow  sea. 
The  great  Mater  Teresa  was  there,  of  2400  tons 
and  seventy  guns.  Sixty-seven  men-of-war,  armed 
with  2000  guns,  and  manned  by  2400  men,  were 
slowly  bearing  down  on  the  Dutch  admiral  and  his 
twelve  small  ships. 

Vice-admiral  De  With  was  cruising  near  Dover 
with  six  vessels,  and  a  signal  from  his  chief  brought 
him  with  his  squadron  to  aid  in  the  unequal  con- 
test. With  this  minute  fleet,  formed  in  compact 
order,  Tromp  made  a  vigorous  and  sudden  attack 
on  the  armada  as  it  came  drifting  slowly  and  con- 
fidently onward.  At  sunrise  on  the  morning  of 
the  16th  of  September,  the  battle  began  by  a  broad- 
side from  Tromp,  who  had  come  to  close  quarters 
with  the  Spanish  admiral. 

For  ten  hours  the  raking  fire  was  kept  up.  The 
Dutch  vessels  were  small  and  light,  and  did  swift 
and  terrible  work  on  the  clumsy  ships  of  their  op- 
ponents. Don  Antonio  d'Oquendo,  the  Spanish 


A  GALLANT  DUTCH  SEAMAN  53 

admiral,  finding  many  of  his  ships  badly  damaged, 
retreated  toward  the  coast  of  England  under  cover 
of  a  fog. 

The  Dutch  followed  in  pursuit,  and  on  the  night 
of  the  following  day,  as  the  moon  rose  full  and 
bright,  they  fell  for  the  second  time  on  the  Span- 
iards with  bewildering  fury.  Again  the  armada 
retreated  in  haste  and  dropped  anchor  in  the 
Downs,  where  Admiral  Pennington  with  eighteen 
British  ships  lay  ready  to  protect  it. 

Even  though  the  Spanish  fleet  had  sought  the 
shelter  of  British  shores  and  British  ships,  Tromp 
did  not  yet  despair  of  destroying  it.  Reenforced 
by  the  squadron  of  thirteen  ships  which  he  had 
left  to  blockade  Dunkirk,  he  dropped  anchor  in 
the  roads,  and  completely  blockaded  the  Spaniards 
by  closing  both  exits  from  the  Downs.  With  the 
Goodwin  Sands  on  one  side,  the  English  coast  on 
the  other,  and  a  Dutch  squadron  at  each  end  of 
the  channel,  D'Oquendo  and  his  powerful  fleet  was 
held  in  a  trap  by  thirty  small  Dutchmen. 

As  long  as  Tromp  chose  to  lie  at  the  mouth  of 
the  Downs,  D'Oquendo  was  forced  to  wait  inside. 
And  Tromp  was  in  no  hurry.  He  had  sent  De 
With  to  the  States  with  an  urgent  appeal  for 
reinforcements,  and  the  entire  country  answered 
his  request  with  prompt  enthusiasm  and  energy. 
The  provinces  voted  monej^,  raised  an  army, 
equipped  ships,  bought  guns  and  powder,  and  in 
a  fortnight  had  created  a  new  fleet.  Ship-owners 


54  ADMIRAL  TROMP 

gave  up  their  vessels,  the  East  and  West  India 
Companies  were  swift  and  generous  in  their  help, 
all  the  maritime  towns  contributed  to  the  work. 
Vessel  after  vessel  sailed  for  the  Downs,  and 
Tromp's  fleet,  from  thirty  sail,  grew  to  be  a 
hundred  and  ten  strong. 

This  was  the  moment  for  which  the  Dutch  ad- 
miral had  watched  and  waited.  He  was  ready  to 
strike  his  blow,  and  to  strike  hard.  But  diplomacy 
was  still  needed  in  order  to  secure  success.  The 
first  shot  must  come  from  the  Spaniards,  for  Ad- 
miral Pennington  had  received  orders  to  fight  the 
Dutch  if  they  began  hostilities. 

One  day  Tromp  sailed  tauntingly  in  his  sloop 
through  the  Spanish  lines.  The  Spaniards,  mad- 
dened by  his  insolence,  fired  at  him.  His  stratagem 
had  succeeded.  Returning  to  his  fleet,  at  sunrise, 
on  the  morning  of  the  21st  of  October,  he  fired 
the  signal  for  the  battle  to  begin.  The  British, 
obliged  to  remain  neutral,  were  watched  by  a 
squadron  under  De  With.  The  rest  of  the  Dutch 
fleet,  divided  into  three  small  squadrons,  attacked 
the  Spaniards  on  different  sides. 

Confused  by  the  new  tactics,  helpless  in  the 
narrow  channel,  bewildered  by  the  rapidity  of  the 
attack,  the  clumsy  Spanish  galleons  fell  into  a 
hopeless  tangle.  Many  ran  ashore,  the  great 
Mater  Teresa  was  fired,  others  were  sunk  or  cap- 
tured, and  eleven  surrendered.  Only  the  squad- 
ron of  Dunkirk  escaped  with  D'Oquendo  on  board. 


A  GALLANT  DUTCH  SEAMAN  55 

On  his  return  home  Tromp  was  loaded  with 
honors ;  he  was  knighted  by  the  king  of  France, 
and  later  by  King  Charles  of  Great  Britain;  and 
his  own  country  heaped  upon  him  every  mark  of 
favor.  His  brilliant  victory  had  indeed  cast  new 
lustre  on  the  Netherlands.  It  had  forced  the  re- 
spect and  recognition  of  foreign  countries,  had 
shown  Europe  the  strength  of  her  navy,  had  estab- 
lished her  power  on  the  seas,  and  had  opened  a 
new  era  for  the  wide  extension  of  her  commerce. 


CHAPTER   VI 

A  SEA  CHASE  IN  NORTHERN  WATERS 

THE  chief  source  of  the  power  of  the  Nether- 
lands lay,  in  ever  increasing  measure,  in  the  pros- 
perity and  constant  growth  of  her  trade.  "The 
Dutch  had  made  themselves  the  common  carriers 
of  the  world."  They  had  the  monopoly  of  the 
products  of  Europe  and  the  East.  Their  vessels 
shipped  goods  to  the  ports  of  Spain,  France,  Prus- 
sia, Norway,  Poland,  and  Denmark,  to  England 
and  Ireland,  Brazil,  Arabia,  India,  China,  and 
Japan. 

To  strike  at  their  commerce  meant  to  strike  at 
the  most  vital  point  of  their  national  life.  This 
was  what  the  British  did  ten  years  after  Tromp's 
victory  in  the  Downs.  The  famous  Navigation 
Act,  which  was  passed  by  the  British  Parliament 
in  1652,  was  intended  to  destroy  the  vast  carry- 
ing trade  of  the  Dutch.  It  prohibited  all  foreign 
vessels  from  importing  into  Great  Britain  any  prod- 
ucts excepting  those  of  their  own  country.  This 
prohibition  was  clearly  aimed  at  the  enormous 
transport  trade  of  the  Dutch,  who  were  practically 
the  commercial  monopolists  of  Europe. 

66 


A   SEA  CHASE   IN  NORTHERN  WATERS       57 

The  struggle  for  commercial  supremacy  which 
followed,  and  which  was  fostered  by  party  spirit 
and  national  pride,  completed  the  alienation  of 
two  peoples  who  by  every  right  should  have  been 
natural  allies.  For  almost  a  century  the  Dutch 
and  the  English  had  fought  side  by  side,  and  their 
blood  had  mingled  in  a  common  cause.  Together 
they  had  shared  victory  and  defeat.  Both  nations 
were  Protestant.  Both  were  republics,  for  King 
Charles  I  had  been  beheaded,  and  Cromwell  was  in 
power  in  Great  Britain.  Thousands  of  Dutch  refu- 
gees had  fled  to  England  from  the  persecutions  of 
Philip  II,  and  many  English  and  Scottish  soldiers 
served  under  the  flag  of  the  Netherlands.  United 
by  the  closest  bonds  of  nations,  a  common  inter- 
est in  religion,  liberties,  and  commerce,  there 
seemed  to  be  every  reason  for  preserving  peace. 
A  war  between  them  was  a  war  between  brothers. 

Yet  ambition  on  the  part  of  the  British  govern- 
ment, and  resentment  on  the  part  of  the  royalist 
refugees  in  Holland  and  the  Orange  party  which 
supported  them,  brought  about  an  unnatural  and 
ruinous  war,  but  one  that  developed  the  naval 
ability  and  prowess  of  both  countries. 

While  anger  and  opposition  were  still  smoulder- 
ing among  both  peoples,  ready  to  burst  out  on  the 
first  provocation,  two  parliamentary  ambassadors, 
Lord  St.  John  and  Sir  Walter  Strickland,  were 
sent  to  the  Hague  by  the  British  Commonwealth 
for  the  purpose  of  arranging  an  alliance  with  the 


58  ADMIRAL   TROMP 

States.  Accompanied  by  a  large  and  brilliant 
suite,  they  were  driven  from  Rotterdam,  where 
they  had  landed,  to  the  Hague  in  a  procession  of 
twenty-five  carriages,  flanked  by  liveried  footmen. 
They  made  their  entry  amid  a  crowd  of  Dutch  citi- 
zens, who  had  gathered  from  all  parts  to  see  the 
magnificent  pomp  of  the  British  embassy.  Dinners 
and  receptions  were  followed  by  a  solemn  audience 
before  the  Great  Assembly,  at  which  St.  John  ap- 
peared in  a  suit  of  black  velvet,  a  mantle  lined  with 
cloth  of  gold,  and  wearing  a  hat-band  of  sparkling 
diamonds. 

But  while  the  reception  by  the  Dutch  govern- 
ment was  friendly  and  flattering,  a  different  wel- 
come was  given  to  the  ambassadors  by  a  large  part 
of  the  populace,  who  favored  the  Stuarts  and  the 
Orange  party.  Cries  of  "regicides,"  "execution- 
ers," and  "  king's  murderers "  greeted  St.  John 
and  Strickland  whenever  they  appeared  on  the 
streets  —  insults  which  St.  John  remembered  and 
revenged  on  his  return  to  England. 

Added  to  the  animosity  of  the  mob  was  the  dis- 
inclination of  the  States-General  to  accept  the  po- 
litical union  proposed  by  the  Commonwealth.  The 
ambassadors  returned  to  England  without  having 
accomplished  their  purpose,  and  St.  John  from  vin- 
dictive motives  encouraged  the  passing  of  the 
Navigation  Act  as  the  surest  way  of  destroying 
the  chief  source  of  Holland's  wealth. 

Other   disputes,    beside   those   growing   out   of 


A  SEA   CHASE   IN   NORTHERN  WATERS       59 

commercial  rivalry,  added  to  the  gradual  increase 
of  hostile  feeling  between  the  two  nations.  Of 
these,  one  affected  the  enormous  fishing  interests 
of  the  Dutch,  and  the  other  their  sense  of  national 
power  and  pride.  The  Commonwealth  required 
Dutch  fishermen  to  obtain  licenses  to  fish  in  Brit- 
ish waters,  and  also  insisted  with  new  stringency 
on  the  striking  of  the  flag  in  the  presence  of  the 
British  colors,  in  acknowledgment  of  England's 
ancient  claim  to  the  sovereignty  of  the  narrow 
seas.  On  both  of  these  points  the  Dutch  were 
determined  to  resist. 

The  storm  clouds  of  war  which  had  been  fast 
gathering  burst  into  open  hostilities  toward  the 
middle  of  May,  1652,  the  immediate  cause  of  the 
rupture  being  the  dispute  of  the  flag. 

Admiral  Tromp,  who  at  the  head  of  a  fleet  of 
fifty  ships  had  been  cruising  near  Dunkirk  in 
Flemish  waters,  was  forced  by  a  fierce  storm  to 
seek  the  shelter  of  the  English  coast,  and  took 
refuge  under  lee  of  Dover  Castle.  On  one  side, 
in  the  Downs,  lay  Major  Bourne  with  eight  men- 
of-war;  to  the  west,  in  the  Channel,  Blake  was 
cruising  with  a  squadron  of  fifteen  ships. 

For  a  day  and  a  half  Tromp  rode  in  the  calm 
waters  under  Dover  cliff  without  saluting  the  flag 
of  the  castle.  On  the  19th  of  May,  Blake  sud- 
denly hove  in  sight  and  fired  a  signal,  which  meant 
"strike."  Still  the  Dutch  admiral's  flag  flew 
proudly  from  his  masthead.  The  haughty  de- 


60  ADMIRAL   TROMP 

mand,  answered  by  the  even  more  haughty  refusal, 
could  have  but  one  ending.  Both  admirals  meant 
to  fight. 

A  broadside  opened  the  battle.  Tromp,  fight- 
ing merely  for  the  honor  of  his  flag,  assumed  the 
defensive,  for  war  had  not  as  yet  been  formally 
declared  between  the  two  countries,  and  not  until 
Blake  had  been  reenforced  by  the  squadron  of 
Major  Bourne  did  he  hoist  his  red  flag  as  the  sig- 
nal for  a  general  engagement.  Then  the  fight 
became  warm  and  vigorous.  When  evening 
closed,  no  decisive  victory  had  been  won  by  either 
side,  but  Tromp  had  gained  his  point  by  not  salut- 
ing the  British  flag.  On  the  following  morning, 
having  kept  his  position  all  through  the  night,  he 
drifted  toward  the  French  coast. 

War  had  now  begun,  and  all  the  efforts  of  the 
Dutch  government  could  not  arrest  it.  The  Hol- 
landers, still  smarting  under  the  sting  of  British 
arrogance,  were  filled  with  a  deep  and  resistless 
desire  for  revenge.  Fearing  a  revolution,  unless 
active  and  prompt  war  measures  were  taken,  the 
Dutch  government  sent  Tromp  to  sea,  with  in- 
structions to  "attack  the  British  fleet  and  fight 
to  the  bitter  end." 

Since  the  first  battle  had  been  fought,  rapid 
preparations  for  war  had  been  in  progress  in  the 
Netherlands,  and  when  Tromp  hoisted  his  flag 
early  in  July,  1652,  he  had  under  his  command 
ninety-six  ships  of  war  and  several  fire-ships.  But 


A  SEA  CHASE  IN  NORTHERN  WATERS       61 

we  must  remember  that  the  Netherlands  had 
always  been  chiefly  a  trading  nation.  Their 
regular  navy  was  limited,  and  counted  only  a 
small  number  of  lightly  armed  vessels,  whose  prin- 
cipal service  was  to  act  as  escort  to  the  great  fleets 
of  merchantmen  and  fishing  bosses.  To  these 
were  added,  in  serious  emergencies,  a  large  number 
of  hired  merchantmen  armed  with  only  six  or 
eight  guns. 

The  Dutch  navy  was  in  fact  almost  a  hun- 
dred years  behind  the  British  navy,  which  since 
the  time  of  Drake  had  been  steadily  developing  in 
the  strength,  size,  and  equipment  of  its  vessels. 
To  offset  this  inequality,  Tromp's  genius  was 
greater  perhaps  than  that  of  his  rival,  and  his  sea- 
men were  the  best  and  most  skilful  of  the  age. 

Such  was  the  condition  of  naval  affairs  when 
Tromp  slipped  anchor  and  headed  for  the  Downs 
in  search  of  Blake.  The  British  admiral  had 
sailed  northward  to  attack  the  Dutch  herring 
boats,  and  had  left  Vice-admiral  Sir  George 
Ayscue  with  a  squadron  of  fifteen  men-of-war  in 
the  Downs.  Tromp  remembered  his  successful 
attack  and  complete  rout  of  the  Spanish  fleet  when 
it  lay  between  the  coast  and  the  Goodwin  Sands, 
and  he  decided  to  try  the  same  stratagem  on 
Ayscue. 

Dividing  his  fleet  into  three  squadrons,  he 
closed  the  outlets  of  the  Downs.  But  the  winds 
were  against  him.  After  several  days  spent  in 


62  ADMIRAL  TROMP 

tacking  and  manoeuvring  and  struggling  against 
head  winds  and  calms,  he  concluded  to  give  up 
this  smaller  prey,  and  to  sail  in  search  of  Blake. 

The  British  admiral,  some  weeks  before,  had 
gone  into  the  northern  waters.  On  the  coast  of 
Scotland  the  Dutch  fishing  fleet  of  six  hundred 
herring  smacks  was  starting  on  its  homebound 
voyage,  when  Blake  with  fifty  ships  of  war 
plunged  into  its  midst.  A  fierce  struggle  fol- 
lowed, in  which  Blake  sunk  several  of  the  Dutch 
convoy  ships,  captured  the  rest,  and  destroyed 
many  of  the  fishing  boats.  Then  he  headed  for 
the  Orkneys  to  intercept  the  rich  East  India  fleet 
of  merchantmen,  laden  with  stores  for  the  home 
trade. 

But  into  the  northern  Scottish  seas  Tromp  was 
flying  under  press  of  sail  in  pursuit  of  the  British 
fleet.  The  Dutch  admiral  was  several  days  be- 
hind his  enemy,  but  hour  after  hour  he  struggled 
on,  sometimes  with  light  winds,  sometimes  with 
no  winds  at  all.  He  did  not  know  where  Blake 
was,  but  he  was  determined  to  find  him.  For 
fourteen  days  the  sea  chase  went  on.  Every  hour 
brought  Tromp  closer  to  his  foe.  Then  on  the 
afternoon  of  the  5th  of  August  the  whole  of  the 
British  fleet  was  suddenly  descried  by  the  Dutch 
lookouts. 

At  last  the  rivals  were  face  to  face,  and  Tromp's 
blood  warmed  within  him  at  the  coming  struggle. 
But  it  was  decreed  that  the  battle  should  not  take 


A  SEA  CHASE  IN  NORTHERN  WATERS       63 

place.  A  fierce  northwesterly  gale  had  been 
blowing  for  several  hours.  Gradually  it  grew  into 
a  hurricane,  and  the  icy  blasts  lifted  the  waters  of 
these  distant  seas  into  angry,  lashing  waves  which 
smote  the  fleets  with  fury.  Sea  and  wind,  wind 
and  sea,  tore  and  shattered  the  ships  of  the  Nether- 
lands, and  drove  them  before  the  tempest  out  on  to 
the  unfriendly  ocean. 

The  full  force  of  the  terrific  gale  had  fallen  on 
Tromp.  Many  of  his  vessels  were  rent  into  pieces 
on  the  rocks  of  the  Shetlands ;  others  fell  into  the 
hands  of  Blake  who  had  taken  refuge  among  the 
islands.  Discouraged  and  disheartened,  Tromp 
sailed  back  to  the  Texel  with  only  forty  disabled 
wrecks,  out  of  the  ninety-six  ships  which  had  put 
to  sea  in  July. 

Censure  and  disgrace,  accusations  of  treachery 
and  mismanagement,  met  the  old  hero  on  his  re- 
turn to  Holland.  Had  not  the  most  powerful  fleet 
of  the  republic  been  intrusted  to  the  care  of  their 
admiral,  and  had  he  not  brought  it  back  a  stupen- 
dous wreck?  Had  not  the  lives  of  six  thousand 
men  been  thrown  away,  and  was  not  every  sea 
town  of  the  Netherlands  smitten  with  sorrow  and 
ruin?  An  official  investigation  was  instituted, 
and  Tromp,  deprived  of  his  command,  spent  three 
months  in  inaction  and  dishonor. 

While  its  admiral  had  been  sailing  the  Scottish 
seas,  the  Dutch  government  had  not  been  idle.  It 
had  collected  and  equipped  a  second  fleet  of  thirty 


64  ADMIRAL  TROMP 

ships,  the  command  of  which  was  given  to  Michael 
De  Ruyter.  During  Tromp's  short  disgrace,  De 
Ruyter  won  a  brilliant  victory  off  Plymouth  over 
a  British  fleet  of  forty  large  and  well-armed  men- 
of-war  under  Ayscue.  But  this  success  for  the 
arms  of  the  republic  was  offset  by  the  discomfit- 
ure of  De  With,  who  had  temporarily  succeeded 
Tromp  in  his  high  command. 

De  With,  nicknamed  the  "bellicose,"  fiery  and 
impetuous  by  nature,  always  plunging  into  the 
thickest  of  the  fight,  with  the  red  war  flag  run  to 
his  masthead,  struggled  bravely  against  wind, 
storm,  and  treachery.  But  after  a  splendid  and 
dashing  attack,  and  a  short-range  battle  which 
lasted  the  whole  of  one  day,  he  was  forced  to  re- 
treat to  the  shelter  of  the  home  coast. 


CHAPTER  VII 

SWEEPING  THE  NARROW  SEAS 

BY  the  beginning  of  November,  1652,  a  month 
after  the  return  of  De  With,  the  reputation  of 
Tromp  had  been  cleared  and  he  was  reinstated  in 
the  confidence  of  the  government.  Restored  to 
the  head  of  the  fleet,  which  numbered  ninety  ships 
of  war,  eight  galliots,  and  eight  fire-ships,  he  put 
to  sea  on  the  1st  of  December. 

An  immense  outbound  merchant  fleet  of  five 
hundred  ships  lay  at  the  mouth  of  the  Meuse 
awaiting  his  protecting  escort  on  their  voyage 
westward  through  the  Channel.  But  news  came 
that  Blake  was  off  the  Downs,  and  Tromp  ordered 
the  merchantmen  and  part  of  his  fleet  to  put  back, 
while  he  sailed  in  pursuit  of  Britain's  admiral. 
On  the  9th  of  December  he  sighted  the  British 
fleet  off  the  Goodwin  Sands. 

Blake  started  for  the  open  sea,  and  Tromp  sailed 
full  speed  after  him,  with  the  blue  flag  for  general 
pursuit  flying  from  his  masthead.  After  a  chase 
of  thirty-six  hours  the  lighter  Dutch  vessels  over- 
took the  British  near  Dungeness  Head,  off  Dover. 
Blake  was  forced  to  accept  battle,  and  after  the 

65 


66  ADMIRAL   TROMP 

first  volley  between  the  rival  flag-ships  had  been 
exchanged  a  terrific  cannonading  set  in. 

Tromp  in  the  Brederode  was  enveloped  in  a 
cloud  of  thick  smoke.  On  one  side  the  G-arland, 
on  the  other  side  the  Adventure  of  forty  guns,  kept 
up  an  obstinate  fight,  while  Vice-admiral  Evertsen 
came  to  the  assistance  of  his  chief  alongside  the 
Adventure.  After  an  hour  the  British  crews  sur- 
rendered, and  the  Orange  flagwas  nailed  to  the  mast. 
By  the  close  of  the  day,  Blake,  completely  de- 
feated, ran  for  shelter  under  lee  of  Dover  Castle, 
and  later  retreated  to  the  Thames.  On  the  fol- 
lowing morning  Tromp  proposed  to  sail  up  the 
Thames,  but  lack  of  pilots  and  the  difficulty  of  the 
navigation  prevented  the  execution  of  the  daring 
scheme. 

Tromp  was  master  of  the  narrow  sea.  He  had 
swept  the  Channel  of  his  foes,  and  for  ten  weeks 
he  scoured  the  waters  from  east  to  west.  No 
British  fleet  could  leave  the  shelter  of  its  harbor. 
According  to  British  writers,  Tromp  mounted  a 
broom  at  his  masthead  as  a  token  that  he  had 
cleared  the  seas  of  his  enemies,  and  as  he  rode  the 
Channel  through  the  stormy  winter  months  his 
broom  rode  with  him  for  a  challenge.  But  none 
disputed  his  sovereignty. 

Tromp's  great  victory  was  the  signal  to  Dutch 
privateers.  Over  a  hundred  letters  of  marque 
were  issued  within  a  week,  and  every  sea  town  was 
restless  with  activity.  Rich  spoils  were  brought 


SWEEPING  THE  NARROW  SEAS  67 

in ;  hundreds  of  British  trading  coasters  and  fish- 
ing boats  were  captured,  and  extensive  injury  done 
to  British  commerce. 

In  the  flush  of  success,  and  divided  by  political 
dissensions  at  home,  the  Dutch  committed  their 
great  blunder.  During  the  long  winter  months, 
while  their  admiral  was  cruising  in  the  Channel 
and  keeping  the  British  in  check,  he  was  left  with- 
out reinforcements,  without  fresh  supplies  of  food 
or  ammunition.  In  the  meanwhile  Great  Britain 
had  been  active  in  building  and  equipping  a  new 
and  powerful  fleet.  And  Tromp,  short  of  provi- 
sions, of  powder,  and  of  shot,  was  obliged  to  struggle 
against  the  new,  well-stored  ships,  and  the  fresh 
crews  of  his  enemies. 

Toward  the  close  of  February  he  was  convoying 
on  their  homebound  voyage  a  fleet  of  a  hundred 
and  fifty  merchantmen.  A  square  of  four  Dutch 
squadrons  enclosed  the  richly  laden  ships  from  the 
East,  two  hundred  and  twenty  vessels  in  all,  a 
crowd  of  masts  arid  rigging  covering  the  waters  to 
the  horizon.  Blake  and  Deane  in  command  of 
their  new  fleet,  and  Monk  with  his  squadron,  lay 
in  waiting  off  Portland. 

Tromp  called  his  captains  on  board  the  flag-ship, 
held  a  council  of  war,  and  planned  the  attack; 
then  he  made  the  signal  to  prepare  for  battle. 
With  silent  guns  the  Dutch  fleet  advanced  upon 
the  British  line  under  a  brisk  cannonading,  and 
not  until  the  Bredero$e  was  within  musket  range 


68  ADMIRAL   TROMP 

of  the  British  admiral's  ship  did  Tromp  speak. 
His  message  was  a  broadside  poured  into  the  Tri- 
umph. Then  he  doubled  on  himself  and,  returning, 
discharged  a  second  broadside,  and  wheeling  once 
again  he  poured  a  third  broadside  into  the  Triumph's 
other  side. 

The  battle  had  started  with  fury,  and,  from  eight 
o'clock  on  the  morning  of  the  28th  until  darkness 
fell,  the  combatants  fought  heroically  and  desper- 
ately. In  twos  and  threes  and  fours  the  vessels 
lay  together  in  deadly  conflict.  When  night 
separated  the  enemies,  the  Dutch  had  not  lost  a 
ship,  the  merchant  fleet  was  safe,  and  the  long 
half-moon  line  of  battle  was  still  unbroken.  The 
night  was  spent  in  repairing  damages. 

On  the  following  morning,  still  drifting  north- 
ward, the  rival  fleets  again  began  the  fight,  six 
leagues  off  Dungeness.  Tromp  had  won  a  free 
road  to  the  coast  of  Holland,  and  the  merchant 
fleet,  protected  by  the  great  half-circle  of  battle- 
ships, was  slowly  gaining  on  its  homeward  run. 
Tromp  now  kept  on  the  defensive.  His  ammuni- 
tion was  running  low,  and  his  sole  object  was  to 
carry  his  charge  to  a  safe  haven.  Time  after  time 
Blake  tried  to  break  through  the  solid  line,  and  time 
after  time  he  failed.  The  second  night  fell,  and 
still  the  Dutch  were  drifting  home.  But  the  dam- 
age had  been  fearful.  Rigging  had  been  demolished, 
hulls  riddled  with  shot,  and  many  of  the  ships  were 
scarcely  able  to  keep  afloat. 


SWEEPING  THE  NARROW   SEAS  69 

When  the  morning  of  the  2d  of  March  dawned 
the  enemies  were  off  Beveziers,  and  the  attack 
began  for  the  third  and  last  time.  Charge  and 
resistance  went  on  with  gallant  courage  and  en- 
durance on  both  sides,  until  finally  at  the  last 
attack  only  thirty  of  Tromp's  ships  could  return. 
But  even  at  the  last  hour,  when  hardly  a  shot  was 
left,  and  every  vessel  was  disabled,  the  Dutch  line 
was  kept  unbroken.  At  five  o'clock  in  the  after- 
noon Blake  ceased  firing  and  gave  up  the  pursuit. 

Three  days  later  Tromp  sailed  into  the  Meuse. 
Nine  of  his  men-of-war  had  been  burnt  or  cap- 
tured, some  of  the  merchant  vessels  were  missing, 
and  the  rest  of  his  fleet  was  almost  completely 
shattered;  but  he  had  brought  a  hundred  and 
twenty-five  of  the  merchantmen  to  safe  anchor- 
age, and  if  the  great  three-days'  battle  was  a  de- 
feat, it  was  a  glorious  defeat  —  one  that  brought 
out  Tromp's  superb  heroism,  his  power  of  organ- 
ization, knowledge  of  tactics,  judgment,  and  cool 
courage.  His  country  acknowledged  his  heroism, 
and  the  States-General  presented  him  with  a 
special  gift. 

But  a  series  of  defeats  followed  in  the  train  of 
Tromp's  magnificent  retreat.  The  chief  causes  of 
these  reverses  lay  back  of  the  navy.  The  govern- 
ment was  short  of  money,  and  this  lack  showed 
itself  in  a  want  of  men,  provisions,  ammunition — • 
everything  that  went  to  make  a  well-equipped 
fleet.  These  defeats  were  made  less  humiliating 


70  ADMIRAL  TROMP 

by  the  genius  of  its  grand  leader,  but  the  skill  of 
one  man  could  not  win  battles  without  tools. 

The  British  navy  had  the  advantage  of  well- 
built  ships,  and  the  press-gang  to  replenish  its 
crews ;  it  had  also  the  advantage  of  a  rich,  pros- 
perous, united  nation  at  its  back.  It  was  un- 
hampered in  its  movements ;  it  had  no  large 
merchant  armadas  to  protect  on  their  perilous 
outbound  and  homebound  voyages.  With  such 
advantages  it  gained,  step  by  step  and  inevitably, 
those  victories  which  the  Dutch  disputed  with 
unconquerable  spirit  and  heroism. 

By  the  middle  of  May  a  British  fleet  was  sail- 
ing in  the  Texel,  harassing  and  alarming  the  coast 
of  Holland  and  Zealand,  and  capturing  Dutch 
trading  vessels  that  ventured  too  far  out  to  sea. 
Tromp  in  the  meanwhile  had  sailed  to  the  north- 
ern seas  with  a  hundred  ships,  convoying  the  out- 
going merchant  fleet  on  its  roundabout  voyage  to 
Spain  and  the  East.  In  the  Scottish  waters  he 
waited  for  the  heavily  laden,  incoming  merchant- 
men, and  escorted  them  on  their  homeward  way. 
But  news  reached  him  that  Monk  and  Deane  at  the 
head  of  a  powerful  fleet  of  a  hundred  and  five  sail, 
and  Blake  with  a  squadron  of  twenty  ships,  were 
looking  for  him  near  the  Texel. 

The  two  great  fleets  sighted  each  other  off  Nieu- 
port  on  the  Flemish  coast,  on  a  day  early  in  June. 
The  fight  opened  before  Blake  had  joined  the 
main  fleet,  but  on  both  sides  figured  some  of  the 


SWEEPING  THE  NARROW   SEAS  71 

foremost  seamen  of  the  day.  Among  the  Dutch 
were  Tromp,  De  Ruyter,  De  With,  and  Evertsen, 
the  greatest  of  Holland's  sea  fighters;  among  the 
British  were  Monk,  Dearie,  Penn,  and  Lawson. 

The  heavy-calibred  British  men-of-war  bore 
down  upon  the  Dutch  in  a  solid  half-moon  battle 
front,  and  slowly  but  persistently  forced  them  to 
retire.  The  wind  was  against  Tromp  and  pre- 
vented him  from  coming  to  a  short-range  distance 
and  boarding  the  enemy's  ships —  his  only  chance 
of  success.  With  unflagging  determination  on 
one  side,  and  stubborn  resistance  on  the  other, 
the  battle  was  waged  from  morning  until  after 
darkness  had  enveloped  the  opposing  fleets.  Not 
until  nine  o'clock  did  the  firing  cease. 

On  the  following  morning  Blake  plunged  sud- 
denly into  the  heart  of  the  fight  to  reenforce  the 
British  line,  and  at  the  same  moment  the  Dutch 
made  the  terrible  discovery  that  they  had  scarcely 
any  ammunition  left.  Tromp  was  determined  to 
die  hard.  Placing  all  his  hope  in  a  last  daring 
effort,  he  manoeuvred  skilfully  so  as  to  get  the 
weather-gage,  and  ran  the  Brederode  alongside 
Penn's  vice-admiral,  poured  broadside  after  broad- 
side into  him,  and  carried  his  quarter-deck.  But 
his  men  were  repulsed,  and  after  a  terrific  struggle 
the  British  succeeded  in  boarding  the  Brederode. 

Tromp  was  resolved  not  to  be  taken  alive.  He 
ordered  two  barrels  of  gunpowder  to  be  placed  on 
the  upper  deck  and  set  on  fire.  With  a  fearful 


72  ADMIRAL   TROMP 

explosion  the  whole  of  the  upper  part  of  the  ship 
was  blown  up,  destroying  Penn's  men  along  with 
it,  and  the  shattered  and  burning  fragments  of 
spars  and  deck  fell  on  all  sides  into  the  water. 
The  sudden  catastrophe  threw  both  fleets  into 
confusion.  By  a  wonderful  chance  Tromp  escaped 
with  his  life ;  and  seeing  that  the  day  was  com- 
pletely lost,  that  not  a  shot  was  left,  and  that  the 
greater  part  of  his  vessels  were  either  captured  or 
disabled,  he  ordered  a  retreat  to  the  coast  of 
Zealand,  where  he  took  refuge  behind  the  sand- 
banks of  the  Wielingen. 

This  signal  defeat  was  fatal  to  Dutch  shipping 
interests.  Every  port  on  the  coast  of  Holland  and 
Zealand  was  completely  blockaded.  Commerce 
was  stopped.  Not  a  fishing  smack  or  merchant 
vessel  could  stir  out  of  harbor.  And  this  at  the 
height  of  the  trade  season. 

The  high-mighty  lords  at  the  Hague  at  last 
awoke  to  the  gravity  of  the  situation,  and  listened 
to  the  oft-repeated  and  indignant  protests  of  their 
admirals,  who  were  forced  to  bear  the  brunt  and 
suffer  the  results  of  the  government's  negligence. 
Heavier  ships,  heavier  guns,  more  men,  more  pow- 
der —  these  were  the  constant  demands.  "  There 
are  more  than  fifty  ships  in  the  English  fleet,  the 
least  of  which  is  better  than  the  best  Dutch  ship  " 
—  this  was  what  Tromp  told  the  States-General. 

But  if  any  improvement  was  to  be  the  result 
of  these  strong  appeals  and  remonstrances,  Tromp 


SWEEPING  THE  NARROW  SEAS  73 

was  not  destined  to  reap  the  benefit  of  it.  There 
was  no  time  to  finish  the  sixty  great  ships  of  war 
which  the  States-General  had  at  last  ordered  to 
be  built.  The  British  were  blockading  the  coast, 
and  Blake  carried  a  broom  at  his  masthead  in 
the  very  face  of  Holland. 

With  incredible  speed  a  new  fleet  was  collected. 
It  was  composed  of  the  same  old  material,  small 
merchant  ships  bought  from  trading  companies, 
from  private  merchants,  and  even  from  foreign 
countries  ;  the  crews  were  raw  and  untrained. 
Within  a  few  weeks  of  his  last  defeat,  Tromp  ran 
out  of  the  Meuse  at  the  head  of  a  fleet  of  ninety 
vessels,  to  fight  the  last  battle  of  the  war  and  the 
last  of  his  life.  His  old  and  feeble  mother  had 
come  on  board  to  bid  him  farewell,  and  turning 
to  the  sailors  she  begged  them  to  stand  by  her 
son  to  the  last.  Answering  with  a  ringing  cheer, 
they  declared  that  they  would  never  surrender  to 
the  enemy. 

Sailing  out  of  the  Wielings  on  the  4th  of 
August,  1653,  Tromp  turned  northward  in  search 
of  Monk's  fleet,  which  for  more  than  six  weeks 
had  been  threatening  the  coast.  In  four  days  he 
sighted  the  British  admiral  off  the  Texel.  Behind 
the  Texel  lay  Vice-admiral  De  With,  with 
twenty-seven  ships  under  his  command,  waiting 
to  run  out  and  join  his  chief,  but  now  effectually 
blockaded  by  the  enemy. 

Tromp  at  once  turned  seaward  in  feigned  retreat, 


74  ADMIRAL  TROMP 

and  luring  Monk  after  him,  kept  up  a  continual  fire 
at  long  range.  The  cannonading  lasted  all  day 
with  little  damage  to  either  fleet,  but  Tromp's 
stratagem  had  succeeded.  Monk  was  deceived 
and  drawn  out  to  sea ;  De  With  slipped  out  of  the 
Texel  during  the  night,  and  on  the  following  after- 
noon brought  his  squadron  into  action. 

On  the  morning  of  Sunday,  the  10th  of  August, 
the  battle  began  at  close  quarters.  Monk  had 
ordered  his  fleet  to  neither  give  nor  take  quarter. 
The  collision  was  fearful.  Early  in  the  day,  while 
Tromp  was  giving  orders  and  watching  through  a 
hand  telescope  the  movements  of  the  different 
squadrons,  a  musket  ball  pierced  him  to  the  heart. 
As  he  fell  to  the  deck  he  cried  to  his  men,  "  Be  of 
good  courage  !  "  and  died  almost  at  once. 

The  death  of  their  great  admiral  was  kept  a 
secret  to  all  but  a  few,  and  his  flag  flew  from  his 
masthead  throughout  the  battle.  With  gallant 
courage  the  Dutch  disputed  every  inch  of  the  sea- 
way back  to  the  Texel,  and  together  the  fleets 
drifted  toward  the  coast.  Crowds  of  spectators 
watched  the  stubborn  struggle  from  the  sand 
downs  of  Holland. 

In  the  early  afternoon  twenty-four  of  the  Dutch 
ships  turned  traitors  and  retreated.  Almost  every 
battle  of  late  had  seen  cowards  and  traitors  de- 
serting their  commanders  and  spreading  sail  for 
home.  They  were  usually  Zealanders.  Political 
distrust  and  dissensions,  combined  with  the  jeal- 


SWEEPING  THE  NARROW  SEAS  75 

ousy  of  the  different  admiralties  of  the  States, 
produced  disunion  and  rivalry  in  the  navy. 

De  With  was  left  with  only  thirty  ships,  and 
the  battle,  which  had  begun  at  half-past  six  in  the 
morning,  and  had  been  raging  for  more  than  eight 
hours,  finally  ended  in  his  retreat  to  the  Texel. 
The  British  had  gained  the  victory,  but  the  Dutch 
had  broken  the  blockade.  Monk  retired  to  the 
Thames,  and  several  months  later  peace  was  con- 
cluded. The  advantage  to  the  Dutch  had  been 
dearly  bought  by  the  death  of  their  noble  com- 
mander. 

On  Tromp's  magnificent  tomb,  raised  by  the 
States-General  at  Delft,  were  inscribed  the  words : 
"  He  left  to  posterity  a  grand  example  of  mastery 
in  naval  warfare,  of  fidelity  to  the  State,  of  pru- 
dence, of  courage,  of  intrepidity,  and  of  immovable 
firmness." 


ADMIRAL   MICHAEL  ADRIAANS- 
ZOON   DE   KUYTER 

1607-1676 


ADMIEAL   MICHAEL   ADRIAANS- 
ZOON  DE   RUYTEB, 

CHAPTER  VIII 

HOLLAND'S   FAMOUS   SEA  KING 

No  one  has  better  represented  the  sea-power  of 
the  United  Netherlands  than  De  Ruyter  —  the 
greatest  and  most  renowned  of  her  admirals,  the 
chief  of  her  valiant  sea  fighters.  No  one  has  more 
gloriously  maintained  on  high  or  narrow  seas  the 
honor  of  the  Dutch  flag,  or  shed  more  lustre  on 
the  Dutch  navy.  Carrying  the  work  of  his  prede- 
cessor, Martin  Tromp,  to  its  fullest  completion,  he 
won  for  his  country  during  a  short  but  brilliant 
period  that  naval  supremacy  which  has  at  all  times 
been  the  aim  of  every  maritime  nation. 

Beside  being  the  chief  representative  of  Dutch 
seamen,  De  Ruyter  was  also  the  embodiment  of 
the  national  Dutch  character.  He  was  one  of  the 
few  almost  perfect  examples  that  history  records 
of  republican  simplicity  of  mind,  unassailable 
integrity,  truth,  and  disinterestedness.  He  was 

79 


80  ADMIRAL   DE   RUYTER 

the  type  of  an  ideal  democrat.  A  hero  without 
petty  weaknesses,  without  personal  ambition  or 
self-interest,  without  vanity,  and  incapable  of 
meanness,  he  devoted  his  life  with  singleness 
of  zeal  and  purpose  to  a  country  not  always  grate- 
ful, but  one  that  held  his  unchanging  love  and 
ardent  patriotism. 

Born  under  a  republic,  he  was  in  every  way  a 
self-made  and  a  self-educated  man.  By  his  wisdom, 
intrepid  courage,  natural  ability,  and  self-taught 
skill  he  rose  from  the  rank  and  file  to  the  high- 
est naval  command  in  his  country.  The  foremost 
seaman  of  his  century,  he  owed  everything  to 
merit  and  to  his  individual  efforts.  He  was  the 
moulder  of  his  own  career. 

Michael  Adriaanszoon  de  Ruyter  was  born  in 
1607,  in  the  busy  seaport  town  of  Flushing,  a  cen- 
tre of  trade  and  shipping  interests.  In  the 
harbor  of  the  little  Zealand  town,  behind  the 
sand-banks  of  Walcherin,  at  one  of  the  mouths 
of  the  river  Scheldt,  the  rich  merchant  fleets  from 
the  Baltic  and  the  Indies  came  to  anchor  and  to 
unload  their  cargoes.  A  forest  of  masts  covered 
the  water,  and  on  the  quay  all  was  stir  and  activity. 

This  was  De  Ruyter's  first  playground.  His 
taste  for  the  sea  came  to  him  by  natural  affinity 
rather  than  by  inheritance.  His  parents  were 
plain  working  people,  his  father  being  a  brewer's 
journeyman.  Little  Michael,  when  only  ten  years 
old,  was  placed  in  a  rope-walk  where  he  earned  a 


HOLLAND'S   FAMOUS   SEA  KING  81 

penny  a  day.  But  so  dull  and  tedious  a  life  was 
little  suited  to  the  active,  danger-loving  tempera- 
ment of  the  future  admiral.  His  turbulent  ways 
and  love  of  adventure  exasperated  his  father  and 
filled  the  steady  inhabitants  of  Flushing  with  dis- 
may. There  seemed  to  be  no  outlet  on  land  for 
his  energies,  and  as  a  last  resource  his  father  sent 
him  to  sea  at  the  age  of  eleven  as  ship-boy  to  a 
boatswain's  mate.  From  that  moment  his  life  was 
as  varied  as  he  could  desire. 

The  change  to  a  profession  that  he  loved,  and 
that  suited  his  natural  tastes,  seemed  to  act  as  a 
steadying  influence.  His  character  became  from 
that  moment  more  settled  and  reliable,  and  devel- 
oped rapidly,  so  that  we  find  him  early  filling 
positions  of  trust  and  responsibility.  When  he 
was  fifteen  he  was  promoted  to  the  rank  of  gunner, 
and  distinguished  himself  for  his  coolness  and 
daring.  In  an  encounter  between  his  ship  and  a 
Spanish  privateer,  while  he  was  still  a  common 
sailor,  he  was  the  first  to  board  the  enemy's  vessel, 
and  was  wounded  and  taken  prisoner.  On  reach- 
ing land  he  made  his  escape,  and  tramped  across 
Europe,  from  Spain  to  Zealand,  begging  his  bread 
as  he  went.  He  reached  Flushing  weak,  ragged, 
and  starving. 

His  reputation  for  audacity  and  intelligence  soon 
brought  him  a  new  position.  He  was  made  pilot 
on  a  merchantman  when  he  was  twenty-two,  and 
ten  years  later  was  captain  of  his  own  vessel.  His 


82  ADMIRAL  DE   RUYTER 

advance  from  ship-boy,  through  the  various  grades 
of  boatswain,  mate,  to  captain,  had  been  slow  and 
gradual.  But  these  years  were  rich  in  experience. 
He  had  learned,  step  by  step,  the  sailor's  profes- 
sion. And  this  knowledge,  won  at  first  hand,  was 
a  tremendous  source  of  power  to  him  in  after  years. 
It  gave  him  the  ability,  when  he  was  called  to 
guide  the  destiny  of  the  Dutch  navy,  to  command 
and  direct  his  followers,  from  the  captain  to  the 
seaman  aloft,  in  the  minutest  details  of  their 
service. 

Stories  of  his  practical  maritime  knowledge,  his 
wide  experience  in  navigation,  and  his  capacity  as 
a  commander  at  last  reached  the  ears  of  the  gov- 
ernment. In  1641  he  received  his  commission  as 
captain,  and  was  later  made  rear-admiral  of  the 
fleet  sent  by  the  Netherlands  to  the  assistance  of 
the  Portuguese  against  the  Spaniards. 

Although  his  destiny  was,  in  later  years,  to  lead 
him  constantly  into  the  very  heat  of  battle,  and  he 
was  to  fight  for  his  country  in  fifty-five  engage- 
ments, he  had  a  natural  aversion  for  war  and  blood- 
shed. After  the  close  of  the  Portuguese  campaign, 
he  went  back  to  the  merchant  marine  and  carried  on 
independent  trading.  It  was  on  one  of  his  return 
voyages  from  Irish  ports,  when  he  was  bringing 
home  a  large  and  valuable  cargo  of  butter,  that  he 
played  his  notorious  trick  on  a  Dunkirk  pirate. 

A  fierce  November  storm  was  raging  in  the  Chan- 
nel, and  he  had  anchored  near  the  Isle  of  Wight 


HOLLAND'S   FAMOUS   SEA   KING  83 

to  wait  for  favorable  winds  and  calmer  waters. 
The  pirate  craft  were  swarming  in  the  narrow  sea, 
ready  to  dart  upon  any  small  and  lightly  armed 
trader  that  happened  to  come  in  sight.  The  gale 
still  continued,  but  De  Ruyter  was  impatient,  and 
slipping  out  of  harbor,  thought  to  venture  a  home 
run  to  Zealand  in  defiance  of  storms  and  bucca- 
neers. 

Scarcely  had  he  left  shelter  when  he  saw  a  Dun- 
kirker  bearing  down  on  him  full  sail,  and  at  a  speed 
that  made  escape  impossible.  Capture  and  the 
loss  of  his  cargo  seemed  certain.  But  here  his 
ingenuity  came  to  his  aid.  Ordering  his  sailors 
to  bring  up  several  barrels  of  butter,  he  had  the 
deck  and  every  rope  and  spar  greased  and  smeared. 
This  done  he  waited  calmly  for  the  approach  of 
the  corsair  ship,  and  offered  no  resistance  as  the 
pirates  came  to  close  quarters  and  impetuously 
started  to  board  the  undefended  merchantman. 

Great  was  their  amazement  to  find  themselves 
reeling  and  staggering  as  soon  as  their  feet  touched 
the  trader's  deck.  Not  a  man  could  keep  his  foot- 
ing. They  stumbled  and  fell  prostrate  in  every 
direction.  Seized  with  superstitious  fear,  the  ter- 
rified pirates  fled  precipitately  from  the  bewitched 
ship,  and  left  De  Ruyter  to  sail  peacefully  home- 
ward with  his  rich  cargo  packed  safely  away  in  the 
hold. 

Until  he  was  forty-five,  De  Ruyter  continued  as 
a  successful  trader.  He  amassed  a  large  fortune, 


84  ADMIRAL  DE  RUYTER 

built  a  house  in  Amsterdam,  and  was  in  every  way 
a  respectable,  highly  esteemed  burgher.  Having 
satisfied  his  love  of  adventure,  he  decided  to  retire 
from  business,  and  to  live  a  quiet,  domestic  life, 
cultivating  his  garden  and  enjoying  a  restful  mid- 
dle age.  For  one  year  he  fulfilled  his  dream,  little 
thinking  what  a  life  of  strenuous  exertion  and 
heavy  responsibility  still  lay  before  him. 

In  1652  the  first  war  with  Great  Britain  broke  out. 
Although  De  Ruyter  had  not  been  trained  for  the 
navy,  Grand-pensionary  De  Witt,  the  chief  execu- 
tive of  the  Netherlands,  was  not  ignorant  of  the 
ability  and  skill  of  the  former  trader.  An  order 
from  the  Hague  called  him  to  the  seat  of  govern- 
ment to  receive  his  commission  as  rear-admiral  of 
the  second  fleet,  under  the  chief  command  of  Lieu- 
tenant-admiral Tromp. 

De  Ruyter  did  not  long  hesitate.  His  country 
needed  his  services.  From  that  moment  he  re- 
signed all  claim  upon  his  own  life,  and  devoted 
himself  until  his  death  to  the  faithful  fulfilment  of 
his  duty  to  the  state.  Sacrificing  with  simple 
heroism  and  manliness  his  personal  desires  and 
tastes,  he  thenceforth  knew  no  other  incentive  and 
inspiration  to  high  resolve  and  glorious  achieve- 
ment than  love  of  his  God  and  his  country. 

Given  the  command  of  a  squadron  during  Tromp's 
temporary  disgrace,  he  gained  a  brilliant  victory 
over  Sir  George  Ayscue,  near  Plymouth.  The 
Dutch  rear-admiral,  with  only  thirty  ships  of  war 


HOLLAND'S  FAMOUS  SEA  KING  85 

and  six  fire-ships,  was  escorting  a  fleet  of  sixty 
merchantmen  through  the  Channel,  keeping  close 
to  the  shores  of  Sussex.  The  greater  number  of 
his  ships  were  small  and  armed  with  less  than 
thirty  guns,  the  heaviest  among  them  carrying 
only  forty. 

Hampered  by  the  merchantmen,  De  Ruyter  met, 
on  the  26th  of  August,  the  British  fleet  of  forty 
ships  and  five  fire-ships  under  the  command  of 
Ayscue.  Twelve  of  the  enemy's  ships  were  large 
and  carried  sixty  guns.  After  a  sharp  engagement, 
which  lasted  many  hours  against  heavy  odds,  De 
Ruyter  carried  the  day  and  forced  Ayscue  to  re- 
treat to  Plymouth  Sound.  All  through  the  night 
the  Dutch  admiral  kept  his  position,  hoping  to 
renew  the  fight  on  the  following  day ;  but  when 
morning  dawned,  the  British  vessels  were  nowhere 
to  be  seen. 

During  the  rest  of  the  war  with  Great  Britain,  and 
until  peace  was  concluded,  De  Ruyter,  at  the  head 
of  the  squadron  of  Zealand,  took  part  in  almost 
every  engagement  off  the  English  and  Dutch 
coasts,  both  under  Vice-admiral  De  With  and 
under  Tromp.  After  the  death  of  Tromp  he  was 
appointed  vice-admiral  of  Holland,  second  only  in 
command  to  Lieutenant-admiral  Obdam  van  Was- 
senar,  who  had  succeeded  to  the  highest  position 
in  the  navy. 

Quiet  having  been  restored  to  the  northern 
waters,  De  Ruyter  was  sent  with  his  squadron  to 


86  ADMIRAL  DE  RUYTER 

the  Mediterranean  to  protect  Dutch  trade  against 
the  depredations  of  the  Algerine  pirates.  The 
commerce  of  Holland,  after  the  ravages  it  had  suf- 
fered during  the  late  war,  needed  every  defence 
and  protection  of  its  interests.  Sailing  to  the  Bar- 
bary  states,  on  the  coast  of  Africa,  De  Ruyter 
spread  terror  along  the  shores  of  Algeria,  overran 
Morocco,  threatened  Tunis,  and  captured  many 
pirate  vessels  on  the  way.  But  the  Barbary  Cor- 
sairs were  not  the  only  sea  wolves  that  threatened 
the  security  of  Dutch  navigation.  For  years  past 
French  privateers  had  been  making  reprisals 
on  the  merchant  ships  of  the  United  Provinces, 
and  had  seized  more  than  three  hundred  Dutch 
trading  vessels.  France  had  leagued  herself  with 
Great  Britain  to  ruin  the  commerce  of  Holland, 
and  had  let  loose  her  pirate-privateers  on  her  rival 
in  trade. 

While  sweeping  the  Mediterranean  of  Moorish 
galleots,  De  Ruyter  sighted  two  French  privateers 
off  Corsica.  They  were  commanded  by  the  noto- 
rious pirate  De  la  Lande,  who  had  more  than  once 
looted  Dutch  ships  of  their  rich  cargoes.  As  soon 
as  he  descried  the  French  flag  of  the  privateers, 
De  Ruyter  gave  hot  chase.  Hours  passed,  and 
still  the  exciting  pursuit  went  on,  the  Dutch  ply- 
ing their  cannon  on  the  fugitives.  The  swift-sail- 
ing vessels  of  the  Hollanders  gained  little  by  little 
on  the  privateers,  and  the  distance  gradually  short- 
ened between  them.  At  last  the  Frenchmen  were 


HOLLAND'S  FAMOUS  SEA  KING  87 

boarded,  and  then  carried  to  Barcelona,  where  the 
ships  were  sold,  and  the  crews  landed  on  Spanish 
soil. 

Bursting  with  rage,  Cardinal  Mazarin  sent  vehe- 
ment protestations  to  the  Dutch  government.  An 
ambassador  was  despatched  to  the  Hague  demand- 
ing instant  reparation  for  the  conduct  of  De  Ruyter, 
and  restoration  of  the  captured  ships.  For  all  an- 
swer, the  States  presented  their  energetic  admiral 
with  a  magnificent  gift  and  congratulated  him  on 
his  prompt  action. 

In  1658  war  broke  out  between  Sweden  and 
Denmark,  and  the  Dutch  found  themselves  involved 
in  protecting  the  interests  of  the  Danes  in  the  Bal- 
tic, and  helping  them  to  defend  their  shores  against 
the  encroachments  of  their  northern  neighbors.  A 
fleet  of  thirty-seven  war-ships,  under  Admiral  Ob- 
dam,  was  sent  to  raise  the  siege  of  Copenhagen,  and 
to  blockade  the  Swedish  fleet  in  the  harbor  of 
Landscroon.  The  successes  of  the  Dutch  fired 
the  British  to  prepare  an  armament  to  assist  the 
king  of  Sweden  against  the  allies,  but  Britain's 
new  move  only  served  as  a  fresh  incentive  to  the 
government  at  the  Hague. 

Through  the  cold  winter  months,  when  the 
ground  was  covered  with  ice,  and  hostilities  were 
suspended,  the  dockyards  of  Holland  were  teeming 
with  activity.  New  ships  were  built  on  improved 
models,  crews  were  carefully  picked  and  trained, 
and  by  the  20th  of  May,  1659,  a  small  but  well- 


88  ADMIRAL  DE   RUYTER 

equipped  fleet  of  forty  ships  of  war  and  a  land 
army  of  four  thousand  men  sailed  out  of  the 
Meuse  and  headed  for  the  Baltic. 

Admiral  Obdam  had  retired,  and  De  Ruyter  was 
appointed  commander-in-chief,  with  full  power  to 
act  with  vigor.  Several  months,  the  best  of  the 
summer,  were  lost  in  attempted  negotiations,  and 
the  autumn  had  set  in  before  hostilities  recom- 
menced. It  was  not  until  the  early  days  of  No- 
vember that  De  Ruyter  finally  sailed  to  Funen,  an 
island  off  Denmark  which  had  fallen  into  the  hands 
of  Charles  Gustavus,  king  of  Sweden.  Intrenched 
within  the  strongly  fortified  city  of  Nybourg,  one 
of  the  foremost  fortresses  of  northern  Europe  arid 
considered  almost  impregnable,  the  Swedes  were 
confident  of  holding  their  position.  The  Danish- 
Dutch  allies,  equally  determined  to  carry  this 
stronghold,  brought  stratagem  to  the  aid  of 
force. 

At  the  head  of  a  fleet  that  had  been  increased  to 
seventy -five  war-ships,  De  Ruyter  appeared  before 
Nybourg,  and  under  cover  of  the  night  sent  out  a 
large  number  of  boats,  each  carrying  only  a  few 
men,  to  feign  an  attempt  at  landing.  Entirely 
misled  by  this  ruse,  the  Swedes  collected  their 
whole  army  at  the  threatened  point.  De  Ruyter 
then  slipped  quietly  away,  and  sailed  thirty  miles 
up  the  coast  to  Kartemunde,  a  small  and  poorly 
garrisoned  town.  A  brisk  cannonading,  a  swift 
attack  in  the  boats,  and  a  landing  under  heavy 


HOLLAND'S   FAMOUS   SEA   KING  89 

fire  forced  the  Swedish  soldiers  back  into  the 
town.  After  a  few  hours'  bombardment  the  town 
itself  was  abandoned,  and  the  troops  retreated  in 
confusion. 

The  entire  Danish-Dutch  army  was  then  landed 
and  began  the  cross-country  march  to  Nybourg, 
while  the  fleet  sailed  back  to  blockade  the  harbor. 
On  the  side  toward  the  land,  Nybourg  was  de- 
fended by  a  well-fortified  eminence.  There  the 
Swedish  troops,  renowned  for  their  bravery  since 
the  time  of  Gustavus  Adolphus,  took  up  their  posi- 
tion. Again  and  again  the  Danish-Dutch  troops 
attacked  the  Swedes,  intrenched  behind  their 
earthworks ;  time  after  time  the  allies  were  forced 
to  retreat.  But  after  many  hours  of  obstinate 
fighting,  and  mainly  through  the  valor  and  ability 
of  the  Dutch,  the  besieged  were  finally  driven  back, 
in  hopeless  confusion,  within  the  gates. 

At  the  same  time  De  Ruyter's  fleet,  which  had 
been  stationed  so  as  to  surround  the  city  on  three 
sides,  opened  a  heavy  and  destructive  fire.  The 
terrified  people  and  the  panic-stricken  soldiers  tried 
in  vain  to  defend  themselves  against  the  incessant 
cannonading ;  they  were  soon  forced  to  make  un- 
conditional surrender  of  the  city. 

This  signal  victory,  the  blockade  by  De  Ruyter 
of  the  Swedish  fleet  in  the  harbor  of  Landscroon, 
and  the  submission  of  Funen  to  the  Danes,  ended 
the  war,  and  a  treaty  was  soon  afterward  con- 
cluded between  Denmark  and  Sweden.  The 


90  ADMIRAL   DE  RUYTER 

grateful  king  of  Denmark,  as  a  recognition  of 
De  Ruyter's  services,  raised  him  to  the  peerage, 
and  the  Dutch  admiral,  who  had  been  the  means 
of  establishing  peace  in  northern  waters,  returned 
to  his  home  in  Holland,  hoping  to  enjoy  a  short 
period  of  rest  at  his  own  fireside. 


CHAPTER  IX 

THE   TRIUMPH   OF   THE   DUTCH   NAVY 

PEACE  did  not  last  long,  and  four  years  after  the 
close  of  the  Danish  campaign  Holland  found  her- 
self again  involved  in  a  war  with  Great  Britain. 
De  Ruyter  was  destined  to  lead  his  fleets  through 
a  long  succession  of  brilliant  engagements,  which 
raised  the  Dutch  navy  to  the  highest  pinnacle  of 
glory  and  renown,  only  to  end  at  his  death  in  its 
almost  total  eclipse. 

Rivalry  in  trade  was  once  more  the  cause  of 
rupture.  For  the  past  ten  years  anger  and  resent- 
ment had  been  fostered  and  nourished  among  both 
peoples.  Injuries  committed  by  both  nations  to 
the  merchants  and  the  commerce  of  their  rival 
ended  in  a  series  of  reprisals  which  increased  ill 
feeling,  and  hastened  open  hostilities.  It  was 
chiefly  through  the  English  and  Dutch  West 
India  Companies  that  these  harassing  reprisals 
were  carried  on. 

Along  the  coast  of  Africa  the  Dutch  had  estab- 
lished a  number  of  successful  trading  centres  and 
factories.  A  British  squadron  under  Sir  Robert 
Holmes  was  despatched  by  the  West  India  Com- 

91 


92  ADMIRAL  DE  RUYTER 

pany  on  a  privateering  expedition  to  the  coast  of 
Guinea,  and  the  unprotected  Dutch  settlements 
fell  an  easy  prey  to  this  unexpected  assault.  The 
British  captured  a  number  of  ships,  stormed 
several  Dutch  forts,  reduced  two  strongholds  on 
the  island  of  Goree,  and  carried  the  fort  of  Cape 
Corse. 

Sir  Robert  Holmes  then  sailed  to  North  America, 
where  the  Dutch  had  long  been  established  in  their 
colony  of  New  Netherlands,  and  appeared  suddenly 
before  New  Amsterdam,  the  capital  of  the  settle- 
ment. Poorly  fortified  and  wholly  unprepared  for 
the  attack,  the  city  immediately  surrendered,  and 
the  British  easily  took  possession  of  the  entire 
colony.  The  territory  was  granted  to  the  Duke 
of  York,  who  was  director-in-chief  of  the  English 
West  India  Company,  and  the  name  of  the  county 
and  city  was  changed  to  New  York.  Thus,  with 
scarcely  a  blow,  the  British  completed  their  con- 
quest of  the  entire  American  seaboard,  and  effected 
a  momentous  change  in  American  history. 

After  a  futile  attempt  to  ward  off  hostilities,  and 
conciliate  the  king  of  Great  Britain,  the  Dutch  took 
active  measures  to  protect  their  commerce.  De 
Ruyter,  who  was  cruising  with  his  fleet  in  the 
Mediterranean,  holding  the  Moorish  pirates  in 
check,  received  secret  instructions  to  sail  for  the 
coast  of  Africa  and  recapture  the  forts  that  had 
fallen  into  the  hands  of  the  British.  After  sev- 
eral weeks  spent  in  taking  in  water  and  provisions, 


THE   TRIUMPH  OF  THE   DUTCH  NAVY        93 

and  in  eluding  the  British  admiral,  Lawson,  who 
was  also  sailing  up  and  down  the  narrow  sea  and 
keeping  a  watchful  eye  upon  the  fleet  of  the 
Netherlands,  De  Ruyter  at  last  succeeded  in  slip- 
ping away  unnoticed  and  heading  for  the  Cape  of 
Good  Hope. 

The  island  of  Goree,  the  forts  of  Cape  Verd, 
Orange,  and  Nassau,  Tokorari  and  St.  George, 
were  retaken.  The  strongly  fortified  and  almost 
inaccessible  fort  of  Coromantyn  was  stormed  and 
carried,  and  many  British  merchantmen  with  their 
rich  cargoes  fell  into  the  hands  of  the  Dutch. 

Open  rupture  with  Great  Britain  was  now  in- 
evitable. The  British  government  had  in  fact 
been  active  in  its  preparations  for  war.  Vigorous 
measures  were  taken  to  equip  a  powerful  fleet, 
which  was  placed  under  the  command  of  the  Duke 
of  York,  and  the  official  declaration  of  war  was 
hastened  by  the  capture  of  a  hundred  and  thirty 
Dutch  merchantmen  laden  with  French  produce. 

The  Netherlands,  entirely  isolated  in  their  politi- 
cal relations,  left  to  rely  wholly  upon  their  own 
resources  against  an  opponent  vastly  their  superior 
in  strength,  strained  every  sinew  of  their  republic 
to  make  ready  for  the  coming  struggle.  Their 
preparations  were  swift  and  vigorous. 

The  fisheries  were  interrupted,  all  the  whale  and 
herring  smacks  were  reserved  for  use  in  the  navy, 
the  East  India  Company  provided  twenty  men-of- 
war  at  their  own  cost,  letters  of  marque  were 


94  ADMIRAL  DE   RUYTER 

granted,  a  heavy  subsidy  was  voted  by  the  States- 
General,  towns  on  the  seaboard  were  fortified, 
and  the  equipment  of  the  fleet  was  carried  on  with 
speed  and  activity.  Early  in  March,  1665,  when 
the  formal  declaration  of  war,  sent  by  the  king  of 
Great  Britain,  arrived  at  the  Hague,  a  hundred  and 
three  war  vessels,  and  over  sixty  smaller  craft 
and  fire-ships,  lay  within  the  Meuse  and  the  Texel, 
and  twenty-two  thousand  men  stood  ready  to  de- 
fend their  flag. 

The  first  battle  of  the  war,  fought  while  De 
Ruyter  was  still  in  distant  seas,  ended  in  a  defeat 
to  the  arms  of  the  Netherlands.  On  the  13th  of 
June,  1665,  the  rival  fleets  met  near  Loestoffe,  in 
Suffolk.  The  British  ships  numbered  a  hundred 
and  sixteen,  led  by  the  Duke  of  York,  Prince  Ru- 
pert, and  Montague,  and  Vice-admirals  Lawson, 
Mengs,  and  Ayscue  —  a  formidable  array  of  ships 
and  commanders.  Admiral  Obdam  van  Wassenar 
was  at  the  head  of  the  Dutch  fleet. 

The  battle,  which  from  all  accounts  seems  to 
have  been  one  of  extraordinary  fury  and  of  sur- 
prising lack  of  order  on  the  part  of  the  Dutch, 
lasted  from  early  dawn  until  sunset.  The  British 
had  the  weather-gage,  but  the  advantage  on  both 
sides  seemed  to  be  about  equal  throughout  the 
morning.  Toward  one  o'clock  the  British  blue 
squadron  broke  through  the  enemy's  line,  and 
soon  after  Admiral  Obdam's  ship,  which  was  in 
close  conflict  with  the  British  admiral,  blew  up 


THE  TRIUMPH  OF  THE  DUTCH  NAVY      95 

with  a  terrific  explosion.  All  on  board  perished. 
Thrown  into  confusion,  the  Dutch  fleet  retreated 
to  shelter  along  the  coast  of  Holland. 

This  was  the  news  that  greeted  De  Ruyter  on 
his  arrival.  Already  rumors  had  reached  him 
during  his  home  voyage  that  war  had  broken  out, 
and  that  a  British  fleet  lay  waiting  to  intercept 
him  on  his  return.  By  making  a  long  sweep 
northward  near  Iceland  and  Norway,  and  favored 
by  a  dense  fog,  he  ran  into  the  Ems  undetected, 
and  anchored  before  the  fort  of  Delfzyl,  in  the 
early  days  of  August. 

The  news  of  his  return  spread  rapidly  through- 
out the  country  and  was  received  with  demonstra- 
tions of  joy  and  thanksgiving.  Feeling  that  he 
alone  could  retrieve  the  great  calamity  that  had 
befallen  them,  the  people  acclaimed  him  as  their 
destined  saviour.  Although  the  entire  nation  had 
been  overwhelmed  with  consternation  at  the  first 
reverse  of  the  war,  the  States  had  not  been  idle, 
and  De  Ruyter  found  a  fleet  of  ninety-three  war- 
ships ready  to  put  to  sea. 

He  was  immediately  appointed  lieutenant- 
admiral-general,  and  two  weeks  after  his  return 
was  formally  installed  as  commander-in-chief  of 
the  fleets.  On  a  day  late  in  August  he  ran  out 
of  the  Texel  and  steered  for  Bergen,  a  port  in 
Norway,  where  a  rich  merchant  fleet,  with  stores 
from  the  East  Indies  and  Smyrna,  lay  waiting  for 
a  protecting  escort  to  home  ports. 


96  ADMIRAL  DE  RUYTER 

The  junction  successfully  made,  the  immense 
fleet  turned  southward ;  but  it  had  hardly  left  port 
when  it  was  overtaken  by  a  storm  of  terrific  fury. 
For  days  the  ships  were  hurled  over  the  waves, 
scattered,  and  tossed  hither  and  thither.  Many 
ships  were  lost  and  others  severely  damaged. 
With  this  second  failure  the  naval  year  closed, 
and  the  ships  returned  to  harbor  for  the  winter. 

The  second  year  of  the  war  opened  more  brill- 
iantly. The  eight  fall  and  winter  months  had 
been  spent  at  the  dockyards  in  building  and 
equipping  a  new  fleet.  On  a  day  late  in  May,  De 
Ruyter  ran  out  of  the  Texel  in  his  flag-ship  the 
Seven  Provinces,  at  the  head  of  a  hundred  sail, 
which  were  armed  with  five  thousand  guns  and 
carried  twenty-two  thousand  men.  Beside  these, 
there  were  fire-ships  and  smaller  craft.  The  fleet 
was  divided  into  three  squadrons :  one  commanded 
by  Evertsen,  another  by  Cornelis  Tromp,  and  the 
third  by  De  Ruyter  himself.  It  was  a  gallant 
array. 

The  men  were  filled  with  hope  and  determina- 
tion, for  the  Dutch  never  fought  more  valiantly 
than  after  defeat.  Yet  they  little  dreamed,  when 
they  made  all  sail,  that  they  were  setting  out 
to  fight  one  of  the  most  furious  and  prolonged 
actions  recorded  in  naval  history  —  a  battle  that 
for  splendid  courage,  endurance,  and  resolute  deter- 
mination has  scarcely  been  surpassed.  It  was  the 
heroic  four-days'  struggle  against  the  British  fleet 


THE  TRIUMPH  OF  THE  DUTCH  NAVY   97 

of  eighty-one  large  men-of-war  under  the  command 
of  Prince  Rupert,  Monk,  and  Ayscue. 

At  the  North  Foreland  De  Ruyter  fell  in  with 
the  enemy  bearing  down  full  sail  under  a  stiff 
breeze.  The  meeting  was  terrible.  The  front 
squadrons  on  both  sides  mingled  at  once  in  fierce 
combat,  and  the  contest  was  obstinately  continued 
until  evening.  Three  British  vessels  were  captured, 
two  Dutch  men-of-war  were  blown  up,  and  Tromp's 
flag-ship  became  helpless. 

The  next  morning  the  fight  was  renewed.  Again 
and  again  Monk  attacked  his  enemy;  time  after 
time  De  Ruyter  charged  the  British  fleet.  Each 
side  gained  some  advantage,  but  the  slender  Brit- 
ish frigates,  loaded  with  guns,  began  to  roll  and 
lurch  in  the  heavy  sea,  while  the  larger  vessels  of 
the  Dutch  kept  steadier  decks.  Broadside  followed 
broadside  with  undiminished  fury  from  early  dawn 
till  eight  o'clock  at  night.  At  the  close  of  this 
second  day  three  successive  fire-ships  were  sent 
by  Evertsen  against  Sir  John  Harman,  rear-admiral 
of  one  of  the  British  squadrons,  who  displayed  the 
most  splendid  bravery  in  saving  his  vessel. 

On  the  third  day  Prince  Rupert  joined  Monk, 
with  a  squadron  of  twenty  battle-ships,  and  again 
the  struggle  was  renewed.  But  even  with  this 
additional  force  the  British  found  that  De  Ruyter 
was  too  strong  for  them.  Each  side  had  lost  about 
twenty  vessels ;  the  men  had  been  reduced  by  sick- 
ness, wounds,  and  death ;  yet  each  day  the  fury  on 


98  ADMIRAL  DE   RUYTER 

both  sides  increased.  An  eye-witness  declared  that 
such  dogged  courage  and  endurance  had  never  been 
seen. 

At  daybreak,  on  the  fourth  day,  was  begun  a 
combat  more  fearful  than  on  any  of  the  preceding 
days.  Finally,  toward  the  close  of  the  afternoon, 
De  Ruyter  hoisted  a  red  flag  as  the  signal  for  a 
general  attack  —  an  order  carried  out  with  so  much 
vigor  that  the  British  began  to  waver.  And  when 
the  fourth  day  closed,  the  whole  Dutch  fleet  was 
sailing  in  pursuit  of  the  enemy.  "This  fourth  day," 
says  Vice-admiral  Jordan,  "  at  seven  at  night,  most 
of  our  great  ships  disabled  in  masts,  yards,  rigging, 
the  want  of  men  to  ply  our  guns,  and  powder  and 
shot  nearly  all  spent,  forced  our  retreat."  Then 
a  fog  spread  over  the  water,  and  when  the  fifth 
day  dawned,  not  a  British  vessel  was  to  be  seen 
from  the  Dutch  mastheads,  and  De  Ruyter  as- 
sembled his  fleet  and  returned  home.  The  stub- 
born courage  and  the  spirit  shown  on  both  sides 
turned  every  man  into  a  hero,  and  this  engagement 
stands  out  as  the  most  noted  of  Holland's  naval 
battles,  one  in  a  long  chain  of  contests  upon  the 
sea. 

The  splendid  victory  of  the  Dutch,  while  it 
crippled  and  shattered  their  fleet,  and  cost  them 
the  life  of  their  brave  Vice-admiral  Evertsen, 
opened  the  new  campaign  with  brilliant  promise 
of  success.  In  nineteen  days  after  the  return  of 
the  damaged  remnants  of  the  Dutch  fleet  De  Ruy- 


THE  TRIUMPH  OF  THE  DUTCH  NAVY      99 

ter  again  set  sail  for  the  Downs  with  eighty-eight 
ships  of  war  and  a  large  army  of  men. 

The  project  to  land  a  Dutch  army  on  the  shores 
of  England  having  failed  from  want  of  pilots  and 
the  absence  of  buoys  and  beacons,  De  Ruyter 
spent  a  month  in  cruising  along  the  coast.  The 
British,  meanwhile,  were  actively  equipping  a 
new  fleet,  and  early  in  August  Monk  ran  out  of 
the  Thames  with  ninety  men-of-war  under  his 
command.  Near  the  North  Foreland  he  sighted 
the  enemy,  and  anchoring  off  Norfolk's  Land, 
within  two  miles  of  the  Dutch,  waited  for  the 
dawn  to  begin  the  battle. 

The  British  had  many  advantages  over  their 
enemy.  Their  heavy  ships  and  long-range  guns 
gave  them  decided  superiority.  They  were  be- 
sides masters  in  the  art  of  presenting  a  splendid 
and  solid  battle  array.  The  Dutch  fleet  lacked 
unity  of  action.  The  separate  squadrons,  each 
representing  a  different  province,  and  sent  out  by 
a  different  admiralty,  often  acted  independently 
of  one  another,  and  their  leaders  ignored  the  sig- 
nals made  by  the  commander-in-chief.  In  the 
heat  of  action  the  rivalries  and  jealousies  between 
the  squadrons  of  Holland,  Zealand,  and  Friesland 
overcame  even  the  sense  of  duty  and  the  love  of 
country.  Nowhere  were  the  defects  of  this  naval 
system  more  strongly  brought  out  or  more  fatal 
than  in  the  battle  of  the  4th  of  August,  1666. 

In  the  clear  morning  air,  before  the  sun   had 


100  ADMIRAL  DE  RUYTER 

risen,  the  two  lines  of  war-ships,  stretching  out 
like  vast  wings  over  the  water,  advanced  upon 
each  other.  De  Ruyter's  fleet  was  divided  into 
three  squadrons:  the  van  commanded  by  John 
Evertsen,  the  centre  by  De  Ruyter  himself,  and 
the  rear  by  Cornelis  Tromp. 

The  squadrons  of  Zealand  and  Friesland,  which 
composed  the  van,  were  the  first  to  begin  the 
engagement,  and  advanced  with  overirnpetuosity 
upon  the  enemy.  They  were  soon  separated  from 
the  rest  of  the  fleet,  and  exposed  to  a  galling  fire. 
John  Evertsen,  whose  father,  four  brothers,  and 
one  son  had  already  perished  in  the  service  of 
their  country,  was  shot  during  the  early  part  of 
the  engagement,  and  died  soon  after.  His  vice- 
admirals,  Hiddes  de  Vries  and  Koenders,  were  also 
killed  at  the  outset.  Filled  with  dismay  at  the 
loss  of  their  leaders,  the  squadrons  fell  into  hope- 
less confusion ;  the  crews  mutinied,  and  the  officers 
beat  an  ignominious  retreat. 

Meanwhile  the  impetuous  Tromp  had  engaged 
the  British  rear  under  Sir  Jeremy  Smith,  and 
after  a  brisk  encounter  had  allowed  himself  to 
be  duped  into  pursuing  his  antagonist  who  had 
feigned  a  retreat.  His  separation  from  the  rest 
of  the  fleet  left  the  centre  under  De  Ruyter  to 
bear  the  full  fury  of  the  British  fire,  and,  while 
Tromp  displayed  great  personal  bravery,  his  fail- 
ure to  support  his  chief  was  the  main  cause  of  the 
defeat. 


JZ 

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THE   TRIUMPH  OF  THP:   DUTCH  NAVY      101 

Left  with  only  eight  ships  to  fight  two  squadrons 
of  the  enemy,  De  Ruyter  defended  himself  with 
incredible  valor  throughout  the  entire  day.  Under 
the  terrible  fire  of  twenty-two  British  ships,  his 
own  vessels  suffered  fearful  damage.  When  night 
fell,  the  Dutch  admiral  still  held  his  position,  hop- 
ing that  morning  would  bring  Tromp  and  the  van 
in  answer  to  his  signals.  But  when  the  light 
dawned  there  was  still  not  a  friendly  sail  to  be 
seen  on  the  wide  stretch  of  water. 

Abandoned  by  the  rest  of  his  fleet,  De  Ruyter 
with  only  seven  ships  was  again  exposed  to  the 
full  fury  of  the  enemy's  murderous  fire.  The 
British  had  ranged  themselves  in  a  half-moon, 
surrounding  De  Ruyter  on  three  sides,  and  Monk, 
confident  of  capturing  his  great  rival,  pursued  him 
with  relentless  obstinacy.  First  a  fire-ship  was 
sent  against  the  Seven  Provinces,  which  De  Ruyter 
evaded  only  by  his  marvellous  promptness  and 
skill.  Then  a  simultaneous  and  terrible  broad- 
side from  three  of  the  British  vessels  made  the 
Dutch  flag-ship  reel  and  tremble.  Every  device 
that  the  British  admiral's  ingenuity  and  hatred 
could  invent  was  used  against  his  almost  helpless 
antagonist. 

For  one  moment  De  Ruyter  lost  his  self-posses- 
sion. He  who  had  never  been  seen  to  abandon 
his  firm  control  in  every  extremity  exclaimed  in 
his  agony,  "  Oh,  my  God !  how  wretched  am  I, 
that  among  so  many  thousand  balls  not  one  will 


102  ADMIRAL  DE  RUYTER 

bring  me  death  ! "  Almost  immediately  he  re- 
gained his  composure,  and  under  the  unremitting 
fire  of  Monk's  batteries  led  his  few  battered  ships, 
through  a  steady  and  glorious  retreat,  to  the  shal- 
low water  and  the  sand-banks  of  Zealand,  where 
he  was  protected  from  pursuit.  Monk  dared  not 
follow  him,  lest  his  larger  ships  should  run  aground, 
and  De  Ruyter  cast  anchor  off  Walcheren  without 
leaving  a  single  vessel  in  the  hands  of  the  enemy. 

Impressed  with  the  marvellous  skill  and  endur- 
ance shown  by  De  Ruyter  in  this  retreat,  the  king 
of  France  sent  him  the  insignia  of  the  order  of  St. 
Michael,  and  his  own  portrait  richly  set  in  dia- 
monds. But  in  spite  of  the  Dutch  admiral's 
bravery,  the  British  were  now  masters  of  the 
northern  seas.  They  carried  fire  and  destruction 
to  the  Texel,  burned  merchant  vessels,  and  massa- 
cred the  inhabitants  of  the  fishing  villages. 

Louis  XIV,  who  at  the  outbreak  of  the  war 
had  promised  assistance  to  the  Dutch,  now  de- 
cided to  give  his  tardy  support  to  his  allies,  and 
sent  a  French  squadron  under  the  command  of 
the  Duke  of  Beaufort  to  the  Channel.  A  futile 
attempt  at  a  juncture  of  the  two  fleets  ended  the 
year  1666. 

The  new  fighting  year  was  to  open  more  brill- 
iantly for  the  Netherlands.  In  England  the  long 
winter  months  of  naval  inactivity  had  been  passed 
by  Charles  II  and  his  court  in  pleasures  and  fes- 
tivities. Peace  negotiations  were  in  slow  and 


THE  TRIUMPH  OF  THE  DUTCH  NAVY   103 

deliberate  progress,  and  the  king,  overconfident  in 
their  success,  had  ordered  the  dismantling  of  many 
of  his  battle-ships  and  a  return  to  a  peace  footing. 

This  was  the  moment  for  the  Dutch  to  strike 
a  heavy  blow.  The  equipment  of  a  powerful  fleet 
had  been  eagerly  pressed  forward  throughout  the 
winter.  Toward  the  middle  of  June,  1667,  fifty- 
four  ships  of  war  and  fourteen  fire-ships  set  sail 
from  the  Texel  under  De  Ruyter,  and  on  the  17th 
cast  anchor  near  the  almost  defenceless  mouth  of 
the  Thames. 

A  squadron  under  Van  Ghent  sailed  victoriously 
up  the  river  among  the  dangerous  sands  and 
shoals,  stormed  the  fort  of  Sheerness,  seized  the 
isle  of  Sheppey,  entered  the  Medway,  and  came 
within  thirty  miles  of  London.  At  Chatham, 
England's  great  arsenal,  a  number  of  first-rate 
men-of-war  lay  at  anchor,  the  largest  ships  of  the 
British  navy ;  they  had  been  half  dismantled,  and 
De  Ruyter  was  eager  to  destroy  them. 

The  British  made  hasty  preparations  for  their 
defence.  Six  ships  were  sunk  in  the  Medway,  a 
chain  was  stretched  across  the  narrow  entrance 
which  was  only  wide  enough  for  one  vessel  to  pass 
at  a  time,  and  four  ships  of  the  line,  two  frigates, 
and  two  shore  batteries  protected  the  passage 
from  behind.  The  entrance  seemed  effectually 
blocked. 

The  first  of  the  Dutch  ships  to  attack  the  line 
was  a  small  frigate  commanded  by  Captain  Van 


104  ADMIRAL  DE  RUYTER 

Brakel.  Under  a  brisk  fire  from  the  batteries 
and  ships,  he  boldly  advanced  upon  the  chain, 
gave  a  broadside  to  the  Unity  and  boarded  her. 
At  the  same  time  a  fire-ship  forced  the  chain  and 
broke  it.  Then  one  by  one  the  rest  of  the  Dutch 
fleet  sailed  through  the  opened  passage  and  made 
an  irresistible  attack  on  the  British  squadron. 
The  batteries  surrendered,  and  the  Royal  Charles 
and  four  other  ships  were  captured  or  burned. 

Advancing  up  the  river,  under  a  heavy  cannon- 
ading from  Upnor  Castle,  De  Ruyter  burned  three 
large,  unrigged  men-of-war  and  took  possession  of 
great  quantities  of  arms  and  ammunition.  With 
a  fair  wind  the  Dutch  sailed  back  to  the  mouth  of 
the  Thames,  harassed  the  coast  as  far  as  Plymouth, 
cruised  up  and  down  the  Channel,  and  carried  con- 
sternation among  the  seaboard  towns. 

Terror  spread  throughout  London.  The  pride 
of  Britain  had  been  humbled;  this  blow  to  her 
naval  power  had  deprived  her  of  her  sovereignty 
of  the  seas.  A  further  resistance  seemed  danger- 
ous. Peace  negotiations  were  hastened,  and  the 
Dutch,  desiring  only  a  speedy  and  successful  end- 
ing to  the  war,  were  glad  to  reach  an  understand- 
ing. The  peace  of  Breda,  imposed  upon  Great 
Britain  by  victorious  Holland,  and  signed  on  the 
31st  of  July,  1667,  insured  the  safety  and  liberty 
of  Dutch  commerce,  and  established  the  rights  of 
the  States  in  northern  and  southern  waters. 

Great  were  the  rejoicings  in  the  United  Prov- 


THE  TRIUMPH  OF  THE  DUTCH  NAVY   105 

inces  at  the  news  of  the  signing  of  the  treaty. 
The  people  gave  themselves  up  to  festivities  and 
amusements.  Medals  were  struck  off  in  token  of 
the  national  satisfaction.  Honors  and  magnificent 
gifts  were  heaped  upon  the  victor,  and  the  poets 
of  Holland  sang  his  praises. 

Meanwhile  De  Ruyter,  simple  and  unassuming, 
too  strong  to  be  spoiled  by  flattery,  and  too  noble 
to  be  influenced  by  favors,  retired  to  his  home  in 
Amsterdam  to  enjoy  his  well-earned  rest.  There 
he  lived  quietly  and  frugally  with  his  wife  and 
children.  His  house  was  modest  in  size,  his 
way  of  living  was  most  unpretentious,  and  the 
great  lieutenant-admiral  wore  clothes  no  better 
than  those  of  a  common  sea  captain. 


CHAPTER  X 

HOW  THE  NETHERLANDS  WERE  SAVED 

DE  RUYTER  had  been  living  in  his  happy  and 
peaceful  home  for  little  more  than  four  years  when 
he  was  again  called  out  to  serve  his  country. 
The  peace  of  Breda  and  the  Triple  Alliance  be 
tween  Great  Britain,  Sweden,  and  the  United 
Provinces  had  excited  the  wrath  and  indignation 
of  the  king  of  France.  Louis  XIV,  covetous  of 
the  rich  land  of  the  Netherlands,  had  long  medi- 
tated their  conquest  either  by  craft  or  by  force. 
He  at  last  determined  to  resort  to  arms. 

His  first  step  was  to  induce  the  weak  and  vacil- 
lating Charles  II  to  break  faith  with  the  Dutch 
and  to  enter  into  a  secret  treaty  with  France.  Ac- 
cording to  this  agreement  France  was  to  invade 
the  United  Provinces  by  land,  while  Great  Britain 
attacked  them  by  sea.  It  seemed  hardly  possible 
that  the  little  republic,  left  to  fight  her  battles 
alone,  could  long  hold  out  against  these  two  for- 
midable opponents. 

War  was  declared  by  France  and  Great  Britain 
in  April,  1672.  Louis  XIV,  with  the  Duke  of 
Orleans  and  his  famous  generals,  Condd  and 

106 


HOW   THE  NETHERLANDS   WERE  SAVED    107 

Turenne,  invaded  the  Netherlands  on  the  side  of 
the  Rhine,  at  the  head  of  an  army  of  one  hundred 
and  twenty  thousand  men.  Town  after  town  sur- 
rendered or  was  carried  by  assault.  The  Rhine 
was  crossed,  and  the  invaders  swept  to  the  very 
doors  of  Holland.  Unable  to  oppose  a  firm  and 
strenuous  resistance  to  the  enemy  by  land,  the  en- 
tire safety  of  the  republic  now  lay  in  the  hands 
of  De  Ruyter. 

The  Dutch  fleet  had  been  increased  to  ninety-one 
ships  of  the  line  and  frigates,  with  a  number  of  fire- 
ships  and  yachts.  In  May,  1672,  De  Ruyter  sailed 
in  quest  of  the  enemy.  The  stakes  for  which  he 
was  playing  were  high  —  nothing  less  than  the 
independence,  life,  and  safety  of  his  country  —  and 
in  his  hands  he  held  the  last  cards  with  which  to 
play  his  dangerous  game.  If  defeat  were  to  come 
to  him,  if  this  the  last  fleet  of  the  republic  were 
to  be  destroyed,  the  United  Provinces,  torn  by  in- 
ternal dissensions,  riddled  by  treachery  and  coward- 
ice, overwhelmed  by  a  triumphant  army  of  invaders, 
would  be  powerless  to  equip  a  new  one. 

On  the  7th  of  June,  after  a  week  of  search,  De 
Ruyter  sighted  the  allied  British  and  French  fleets, 
under  the  command  of  the  Duke  of  York,  covering 
with  its  white  sail  the  waters  of  Solebay.  It  was 
a  formidable  array  —  one  hundred  and  forty-nine 
men-of-war,  vastly  superior  in  size  and  in  the 
number  of  their  men  and  guns  to  those  of  the 
Dutch. 


108  ADMIRAL  DE  RUYTER 

Warned  by  a  lookout  of  the  approach  of  the 
enemy,  the  British  promptly  formed  in  solid 
battle  array  and  prepared  for  the  attack.  The 
Dutch  line  was  divided  into  three  squadrons :  De 
Ruyter  in  the  centre,  Van  Ghent  on  the  right,  and 
Admiral  Bankert  on  the  left.  As  the  fleet  of  the 
republic  advanced  upon  its  enemies,  De  Ruyter 
knelt  down  in  his  cabin  and  prayed  for  Divine 
help  in  the  coming  struggle,  and  for  courage  and 
wisdom  to  guide  him  in  this  great  crisis. 

On  reaching  the  deck  he  espied  in  the  distance 
the  red  flag  of  the  Duke  of  York,  and  turning  to 
his  pilot  ordered  him  to  steer  straight  upon  the 
British  flag-ship.  A  terrific  broadside  from  both 
vessels  opened  the  battle.  For  two  hours  the  Brit- 
ish and  the  Dutch  admirals  lay  side  by  side  in 
stubborn  conflict,  and  enveloped  in  a  dense  cloud 
of  smoke.  By  nine  o'clock  the  mainmast  of  the 
British  flag-ship  was  shot  away,  and  the  Duke  of 
York  was  obliged  to  transfer  his  flag  to  the  St. 
Michael.  Later  in  the  day  his  second  ship  also 
was  so  much  damaged  that  he  again  changed  his 
flag  to  the  London. 

On  the  left  wing  the  fighting  was  not  severe. 
Count  d'Estre*es,  who  commanded  the  French 
contingent,  took  no  active  part  in  the  engagement, 
and  throughout  the  day  his  squadron  kept  at  long 
range,  although  Admiral  Bankert  tried  every  de- 
vice to  bring  him  into  close  action.  But  around 
the  right  wing  the  battle  raged  furiously.  Early 


HOW   THE   NETHERLANDS   WERE   SAVED    109 

in  the  day  Van  Ghent,  who  had  thrown  himself 
with  impetuosity  upon  the  squadron  of  the  blue, 
was  killed  by  a  cannon  ball.  His  death  was  con- 
cealed from  the  rest  of  his  squadron,  and  the  fight 
was  continued  with  undiminished  vigor  while  his 
flag  still  flew  from  his  masthead.  The  British 
vice-admiral,  Montague,  perished  with  his  ship, 
the  Royal  James,  which  was  boarded  and  fired. 

De  Ruyter  in  the  Seven  Provinces  kept  his  stand 
in  the  centre  of  the  fight  until  the  end.  The  Brit- 
ish admiral  and  three  vice-admirals  had  attacked 
him,  ship  after  ship  had  surrounded  him,  but 
each  in  turn  had  been  obliged  to  retire  without 
silencing  his  guns.  From  his  vessel  alone  twenty- 
five  thousand  pounds  of  powder  and  thirty-five 
hundred  balls  were  fired.  At  one  time  he  was 
isolated  from  the  rest  of  his  fleet,  unsupported 
except  by  a  yacht  and  one  frigate.  He  was  at 
that  moment  in  imminent  peril,  for  the  Duke  of 
York  attempted  to  cut  off  his  retreat,  and  a  fire- 
ship  was  sent  against  him.  But  De  Ruyter  dexter- 
ously extricated  himself,  and  the  British  admiral 
acknowledged  that  he  had  been  outmanoeuvred 
at  every  point. 

A  British  lieutenant,  who  had  been  brought  as 
a  prisoner  on  board  the  Seven  Provinces,  said  of 
De  Ruyter,  that  he  was  at  once  "  admiral,  captain, 
pilot,  sailor,  and  soldier."  De  Ruyter  himself 
spoke  of  this  action  as  the  most  desperate  and  pro- 
longed battle  in  which  he  had  ever  taken  part. 


110  ADMIRAL  DE   RUYTER 

Although  the  battle  raged  with  steady  and  un- 
abated fury  from  seven  in  the  morning  until  night- 
fall, neither  side  had  gained  a  decisive  victory 
when  darkness  separated  them,  but  the  advantage 
lay  with  the  Dutch.  They  had  lost  fewer  ships 
than  the  British,  and  had  prevented  a  descent 
upon  the  coast  of  Zealand.  The  next  morning 
found  the  two  fleets  still  face  to  face,  but  neither 
offered  to  renew  the  battle.  The  allies  retired  to 
the  coast  of  England,  and  the  Dutch  set  sail  for 
Zealand. 

De  Ruyter  had  saved  the  republic.  Relieved 
from  the  fear  of  a  descent  upon  the  coast  and  of 
the  overwhelming  disaster  of  a  double  invasion, 
the  United  Provinces  could  concentrate  all  their 
energies  upon  resisting  the  enemy  by  land.  Two- 
thirds  of  the  fleet  was  dismantled ;  the  naval  troops, 
arms,  and  ammunition  were  transferred  to  the  land 
forces,  which  were  in  sore  need  of  being  recruited. 

The  united  Dutch  and  Spanish  regiments  of 
infantry  and  cavalry  amounted  to  only  twelve 
thousand  men.  This  was  the  last  remnant  of 
opposition  that  Grand-pensionary  De  Witt  could 
bring  against  the  vast  army  of  invasion.  Success 
after  success  marked  the  rapid  progress  of  the 
French  troops.  The  entire  provinces  of  Gelder- 
land,  Overyssel,  and  Utrecht  fell  into  the  hands  of 
Louis  XIV.  The  very  heart  of  Holland  was  sur- 
rounded by  the  enemy. 

In  this  extremity  one  resource  was  left  for  the 


HOW   THE   NETHERLANDS  WERE   SAVED    111 

deliverance  of  Holland.  The  waters  of  the  sea 
and  the  rivers  could  be  called  to  her  aid.  By  an 
heroic  sacrifice  of  wealth  and  prosperity,  by  the 
destruction  of  houses,  gardens,  and  crops,  the 
liberty  of  the  Dutch,  dear  to  them  beyond  all 
possessions,  might  yet  be  saved.  Intersected  by 
canals,  rivers,  and  lakes,  surrounded  by  seas  and 
gulfs,  Holland  had  protected  herself  against  an 
invasion  of  the  waters  by  an  elaborate  system  of 
dikes,  ditches,  and  sluices. 

This  very  system  could  be  used  as  a  last  resource 
of  defence  by  submerging  the  entire  country  under 
water.  Amsterdam  was  the  first  to  take  the  gen- 
erous step.  The  other  cities  followed  her  noble 
example.  The  sluices  were  opened,  the  dikes  cut, 
the  sea  rushed  in,  and  the  whole  land  lay  under 
water.  The  patriotism  of  the  Hollanders  was 
tested  to  the  last  point  of  devotion  and  self- 
sacrifice. 

But  the  danger  of  conquest  was  not  the  only  one 
to  which  the  republic  was  exposed.  Exasperated 
by  the  events  of  the  war,  discouraged  by  the  con- 
stant reverses  of  their  arms,  the  people  of  Holland 
rose  in  open  rebellion  against  the  existing  govern- 
ment. Charged  with  crime  and  treason,  heaped 
with  every  unjust  accusation,  the  brothers  De  Witt, 
who  for  so  many  years  had  devoted  their  lives  with 
heroic  constancy  to  the  interests  of  their  country, 
were  imprisoned  and  grossly  murdered  by  the 
enraged  populace. 


112  ADMIRAL   DE   RUYTER 

Even  De  Ruyter,  the  valiant  leader,  whose  life 
and  genius  had  been  given  to  the  republic  and 
who  in  peril  and  anguish  had  fought  her  battles, 
did  not  escape  from  the  popular  fury.  As  a  friend 
of  the  De  Witts,  he  also  tasted  the  vacillations  of 
the  people's  favor.  While  he  was  still  at  the  head 
of  his  fleet,  sailing  in  quest  of  the  allies,  his  house 
in  Amsterdam  was  surrounded  by  an  excited  mob, 
and  his  wife  and  children  in  danger  of  a  violent 
death. 

The  rebellion  in  Holland  ended  in  a  change  of 
government  and  the  proclamation  of  the  Prince  of 
Orange  as  William  III,  Stadtholder.  Although  the 
new  stadtholder  continued  De  Ruyter  in  his  position 
as  commander  of  the  fleet,  the  power  of  the  navy 
gradually  declined  after  his  accession.  Not  more 
than  fifty-two  poorly  equipped  and  incompletely 
armed  ships  of  the  line  and  twelve  frigates  were 
left  for  the  protection  of  the  coast. 

In  1673,  a  year  after  the  battle  of  Solebay,  De 
Ruyter  had  stationed  himself  with  this  reduced 
force  at  Schoonevelt,  and  lay  at  anchor  waiting 
for  the  allied  fleet  which  was  again  meditating  a 
landing  on  the  coast  of  Zealand.  On  the  7th  of 
June  the  combined  British  and  French  squadrons 
appeared  upon  the  waters  of  the  North  Sea  and  bore 
down  upon  their  enemy.  A  hundred  and  forty-five 
sail,  of  which  fifty-three  were  ships  of  the  line,  with 
ten  thousand  men  on  board,  formed  a  powerful 
antagonist  to  the  small  handful  of  Dutchmen. 


HOW  THE   NETHERLANDS   WERE   SAVED    113 

De  Ruyter  and  Cornells  Tromp  received  the 
shock  of  the  first  encounter  with  firmness  and 
spirit.  The  unequal  fight  was  kept  up  all  day. 
Tromp's  impetuosity  carried  him  into  the  very 
thick  of  the  battle,  and  four  times  he  transferred 
his  flag  from  ship  to  ship.  The  enemy's  fire  raked 
vessel  after  vessel  from  helm  to  stern,  and  com- 
pletely disabled  them.  Yet  darkness  fell  on  the 
combatants  before  the  contest  ended  in  any  definite 
result.  To  the  Dutch  it  was  equal  to  a  victory, 
as  it  had  saved  their  shores  a  second  time  from 
invasion. 

On  the  14th  of  June  a  second  drawn  battle  was 
followed  by  the  retreat  of  the  British  to  the 
Thames.  They  however  did  not  wholly  renounce 
their  project  of  a  descent  upon  the  Dutch  coast, 
and  toward  the  middle  of  August  a  powerful  fleet, 
a  hundred  and  fifty  strong,  set  sail  under  Prince 
Rupert.  This  was  the  last  time  for  a  hundred 
years  that  the  British  and  Dutch  were  to  measure 
their  power  at  sea. 

So  stubborn  and  plucky  a  foe  as  the  Dutch 
could  not  be  vanquished  even  by  twice  their  num- 
bers. The  spectacle  of  the  resolute  Netherlanders, 
fighting  for  their  liberties  against  the  two  most 
powerful  nations  of  Europe,  and  holding  their 
beloved  swamps  against  legions  of  men  and  vast 
fleets  of  ships,  is  one  that  never  fails  to  rouse  our 
admiration  and  wonder.  They  held  their  shores 
to  the  end,  and  while  they  were  not  victors,  neither 


114  ADMIRAL   DE   RUYTER 

were  they  vanquished.  They  forced  their  enemies 
to  desist  from  very  weariness.  They  would  not 
give  in,  and  their  indomitable  courage  and  deter- 
mination held  their  mighty  opponents  at  bay.  In 
this  last  fight  against  their  great  sea  rivals  the 
Dutch  finally  chased  the  British  from  their  shores 
and  freed  themselves  from  one  at  least  of  their 
antagonists. 

Peace  with  Great  Britain  was  soon  afterward 
concluded,  and  the  war  continued  against  France 
alone.  The  naval  operations  of  the  campaign 
were  now  carried  to  distant  waters.  De  Ruyter 
was  sent  with  a  squadron  to  the  Mediterranean 
to  assist  Spain  against  France,  and  in  the  last 
battles  of  his  life  he  had  for  antagonist  the  famous 
French  admiral,  Du  Quesne,  founder  of  the  naval 
greatness  of  France. 

It  was  hardly  a  fair  trial  of  strength  between 
the  two  renowned  leaders,  for  under  the  govern- 
ment of  the  Prince  of  Orange  the  efficiency  of  the 
Dutch  marine  had  greatly  declined.  The  navy, 
which  had  been  the  chief  interest  of  Grand- 
pensionary  De  Witt,  had  become  subservient  to 
the  army,  the  favorite  child  of  Stadtholder 
William. 

We  can  well  understand  the  anger  and  indig- 
nation of  De  Ruyter  when  he  was  sent  to  uphold 
the  honor  of  his  country's  flag  in  southern  seas 
with  only  eighteen  ships,  and  those  miserably 
equipped.  When  the  veteran  Dutch  admiral  set 


HOW   THE   NETHERLANDS  WERE   SAVED    115 

sail  from  Helvoetsluys  on  what  was  to  be  his 
last  expedition,  he  felt  a  conviction  that  he  would 
never  return.  "  It  is  my  duty,"  he  said,  "  to  obey 
the  commands  of  the  state ; "  but  he  realized  the 
terrible  inefficiency  of  his  squadron,  and  the  almost 
inevitable  result  of  so  rash  an  enterprise. 

Flying  his  flag  from  the  Unity,  his  own  ship  the 
Seven  Provinces  being  too  damaged  for  the  voyage, 
he  sailed  for  the  waters  of  the  Mediterranean. 
His  destination  was  Sicily.  The  fair  island  of 
the  South  had  risen  in  revolt  against  Spain,  the 
only  ally  of  Holland,  and  had  given  over  her 
allegiance  to  Louis  XIV. 

A  Spanish  fleet  had  vainly  attempted  to  recon- 
quer Messina,  and  had  retreated  ignominiously 
before  a  far  inferior  force.  Admirals  Vivonne  and 
Du  Quesne  were  in  full  possession  of  the  harbor, 
and  the  French  continued  to  strengthen  them- 
selves along  the  whole  line  of  the  coast. 

Early  in  January,  1676,  De  Ruyter  reached  the 
shores  of  Sicily,  and  sighted  the  French  fleet  be- 
tween Stromboli  and  Salino.  Du  Quesne  at  once 
made  the  signal  to  engage.  The  attack  was  vigor- 
ous, and  was  met  with  obstinate  fortitude.  The 
Dutch,  although  inferior  in  strength  both  in  ships 
and  guns,  showed  their  good  fighting  qualities  and 
defended  themselves  with  spirit.  Night  closed 
upon  another  drawn  battle,  and  the  fight  was  not 
renewed  in  the  morning.  Both  fleets  retired  to 
port  to  repair  damages. 


116  ADMIRAL   DE   RUYTER 

During  the  following  weeks  reinforcements 
arrived  on  both  sides.  A  squadron  of  twelve 
ships  of  the  line  and  four  frigates  increased  the 
numbers  of  the  French  fleet,  and  De  Ruyter  suc- 
ceeded in  making  a  junction  with  the  Spanish 
admiral,  La  Cerda.  The  advantage  in  numbers 
and  equipment  still  lay  with  Vivonne  and  Du 
Quesne,  who  counted  thirty  ships  of  war  against 
twenty-four  of  the  combined  Dutch  and  Spanish 
fleet.  The  Spaniards,  besides,  proved  to  be  more 
of  a  hindrance  than  a  help  to  De  Ruyter,  and  still 
further  diminished  his  chances  of  success. 

The  Dutch  were  threatening  Agosta,  when  on 
the  22d  of  April  the  French  fleet  hove  suddenly  in 
sight.  De  Ruyter  signalled  the  attack,  and  under 
the  smoking  crater  of  Mt.  Etna  the  rival  men-of- 
war  bore  down  on  one  another,  enveloped  in  the 
dense  smoke  of  their  broadsides.  The  action  con- 
tinued at  close  quarters  all  day,  and  the  firing  was 
incessant. 

In  the  morning,  not  long  after  the  engagement 
had  begun,  De  Ruyter  was  standing  on  the 
quarter-deck,  giving  orders  and  directing  the 
fight,  when  a  ball  shot  away  part  of  his  left  foot 
and  shattered  his  right  leg.  He  was  thrown  on  to 
the  lower  deck;  but  with  wonderful  spirit  he  con- 
tinued to  give  his  orders  and  encourage  his  men. 

When  darkness  fell,  the  French  retreated  to 
Messina,  and  on  the  following  morning  the  Dutch 
fleet  carried  their  wounded  commander  to  Syra- 


HOW  THE  NETHERLANDS  WERE   SAVED    117 

cuse,  where  he  was  tended  with  all  the  care  that 
love  and  skill  could  suggest.  But  his  wounds 
proved  fatal.  Surrounded  by  his  faithful  captains, 
in  the  cabin  of  his  flag-ship,  the  chief  of  Dutch 
seamen  died.  He  had  given  to  the  Netherlands, 
during  his  life,  a  short  but  glorious  mastery  of  the 
seas ;  but  his  work  did  not  survive  him.  With  him 
passed  away  the  power  and  glory  of  the  Dutch 
navy. 


MAESHAL  ANNE-HILAKION    DE 
TOUKVILLE 

1642-1701 


MARSHAL   ANNE-HILARION    DE 
TOUEVILLE 

CHAPTER   XI 

THE  FOUNDING  OF   FRENCH   SEA-POWER 

IT  has  been  the  lot  of  each  of  the  chief  maritime 
nations  of  Europe  to  grasp  and  to  hold  for  a 
moment  or  for  a  century  the  supreme  sovereignty 
of  the  waters.  One  of  these  brilliant  but  transi- 
tory flashes  of  triumph  came  to  France  during  the 
reign  of  Louis  XIV  and  at  the  very  outset  of  her 
career  as  a  great  naval  power. 

Four  names  have  come  down  to  us  as  personify- 
ing this  war  drama  of  the  sea:  Colbert  and  his  son 
the  Marquis  de  Seignelay,  the  gifted  ministers  of 
Louis  XIV  who  created  the  French  navy,  and  the 
two  admirals,  Du  Quesne  and  Tourville,  who  led 
the  French  fleets  to  victory.  Wholly  unlike  in 
birth,  character,  and  talent,  but  equal  in  zeal,  am- 
bition, and  patriotic  devotion,  these  four  illustrious 
men  shared  the  glory  of  having  made  France  a 
great  naval  power.  But  while  Du  Quesne,  with 
his  experience  and  ability  as  a  seaman,  prepared 
the  way  for  the  culminating  triumphs  of  the 

121 


122  MARSHAL  DE  TOURVILLE 

French  fleets,  it  was  his  successor  Tourville,  the 
most  brilliant  of  the  admirals  of  France,  who  won 
for  France  that  glorious  but  transient  sovereignty 
of  the  seas. 

Anne-Hilarion  de  Cotentin,  Comte  de  Tour- 
ville, a  descendant  on  his  maternal  side  of  the 
noble  family  of  La  Rochefoucauld,  was  born  in 
1642,  at  the  castle  of  Tourville  in  Normandy. 
His  father,  Csesar,  Baron  de  Tourville  and  de 
Fimes,  who  was  at  one  time  attache  of  the  Due 
de  Saint-Simon,  and  afterward  first  gentleman 
in  waiting  and  a  close  friend  of  King  Louis  XIII, 
died  in  1647,  when  Anne-Hilarion  was  only  five 
years  of  age.  Slender,  pale,  almost  delicate  as  a 
boy,  it  was  little  thought  that  this  frail  child  was 
destined  to  spend  forty-five  years  of  his  life  in 
active,  tireless  service  on  the  sea,  and  that  he  was 
to  be  counted  as  one  of  the  foremost  commanders 
of  his  time.  His  novitiate  in  arms  was  one  that 
early  developed  those  brilliant  and  daring  traits 
of  character  which  distinguished  him  throughout 
his  life. 

Anne-Hilarion  was  the  youngest  of  three 
brothers,  and  as  cadet  of  the  family  he  was  des- 
tined for  the  famous  Order  of  the  Knights  of 
Malta,  into  which  he  was  entitled  to  enter  by  his 
noble  birth.  Admitted  to  the  Order  as  a  Knight 
of  Justice  at  the  age  of  fourteen,  he  became  a  mem- 
ber of  the  privileged  band  of  sixteen  pages  who 
daily  attended  on  the  Grand-master  —  a  widely 


THE  FOUNDING  OF  FRENCH  SEA-POWER      123 

coveted  distinction,  and  one  for  which  a  large 
number  of  candidates  yearly  enrolled  their  names. 

After  three  years  of  page  duty  Tourville  spent 
a  twelvemonth  in  probation,  and  at  eighteen  was 
received  as  a  professed  Knight  of  the  Order. 
This  was  the  opening  of  his  career  as  a  seaman ; 
the  next  seven  years  of  his  life  were  passed  on  the 
Mediterranean,  fighting  the  Moorish  buccaneers 
who  swarmed  over  the  narrow  seas,  and  protecting 
the  commerce  of  Europe  from  the  ravages  of  the 
Barbary  Corsairs. 

These  wild  Moslem  pirates,  the  highwaymen 
of  the  Mediterranean,  whose  haunts  lay  among  the 
creeks  and  inlets  of  the  North  African  coast,  had 
already  for  more  than  a  hundred  and  fifty  years 
been  a  thorn  in  the  side  of  Christendom.  They 
spread  terror  along  the  southern  shores  of  Europe, 
they  ravaged  the  seaport  towns  of  Italy,  Sicily, 
and  Spain,  they  interrupted  commerce,  held  up  rich 
convoys  bound  to  distant  marts,  and  chained  thou- 
sands of  Christian  slaves  to  the  galley  benches  of 
their  robber  craft.  Many  of  the  greatest  seamen 
of  successive  ages,  admirals  of  Italy,  Spain,  France, 
and  Holland,  had  spent  the  best  years  of  their 
lives  in  fighting  these  leeches  of  trade.  But  their 
natural  rivals  and  untiring  enemies,  those  whose 
mission  it  had  become  to  dispute  and  weaken  their 
power,  were  the  Knights  of  Malta,  themselves  the 
Christian  buccaneers  of  the  Mediterranean. 

The  navy  of  the    Order,  which  had  gained  a 


124  MARSHAL  DE  TOURVILLE 

widespread  reputation  in  its  brilliant  crusades 
against  the  crescent,  consisted  in  early  times  and 
down  to  the  period  of  Tourville  in  a  fleet  of  gal- 
leys under  the  immediate  command  of  the  gen- 
eral of  the  galleys.  Every  knight  was  obliged  to 
serve  in  four  cruises  of  six  months  each,  and  Tour- 
ville thus  found  himself  launched  upon  a  career 
that  was  to  bring  him  future  fame  and  distinction. 
In  his  first  encounter  with  the  Barbary  Corsairs 
he  exposed  himself  heedlessly  to  the  raking  fire 
of  the  enemy,  and  fought  with  a  reckless  daring 
that  gained  him  the  admiration  of  friend  and  foe. 
Wounded  in  three  places,  he  still  kept  his  gallant 
stand  and  refused  to  be  carried  off  the  deck. 

A  long  succession  of  heroic  deeds  won  for  him 
a  reputation  for  ability  and  intrepid  courage  that 
spread  from  Venice  to  the  royal  court  of  France. 
The  Venetian  republic,  grateful  for  his  services 
in  freeing  her  from  the  depredations  of  the  Alge- 
rine  sea  robbers,  gave  him  the  titles  of  "  Protector 
of  Maritime  Commerce"  and  "  Invincible  Seaman." 
Louis  XIV,  whose  attention  had  been  attracted 
by  accounts  of  the  Maltese  knight's  successful 
cruises,  called  him  to  court,  and  in  1667  Tourville 
sailed  for  Paris  and  was  presented  to  the  king,  who 
received  him  with  flattering  approval. 

His  career  was  now  assured.  The  great  mon- 
arch, with  his  insatiable  love  of  glory  and  his 
passion  for  war,  keenly  realized  the  necessity  of 
surrounding  himself  with  the  best  naval  and  mili- 


THE   FOUNDING  OF   FRENCH   SEA-POWER       125 

tary  talent  of  France.  Tourville,  shortly  after  his 
presentation,  received  his  commission  as  captain 
in  the  royal  navy,  and  was  given  the  command  of 
a  ship. 

The  relations  of  France  to  other  continental 
nations  were,  meanwhile,  rapidly  reaching  a  crisis, 
and  the  services  of  Tourville  were  to  be  needed 
before  long  in  the  waters  of  the  English  Channel  in 
the  war  against  Holland.  France  and  Great  Britain 
had  united  to  crush  the  power  of  the  Netherlands, 
and  in  1672  sent  a  formal  declaration  of  hostilities 
to  the  Dutch  republic.  Was  France  in  a  position 
to  enter  upon  a  war  with  the  foremost  maritime 
nation  of  Europe  —  a  war  that  must  necessarily 
involve  a  long  series  of  contests  upon  the  sea? 

During  the  years  when  Tourville  had  been  lay- 
ing the  foundations  of  his  renown  France  had 
given  birth  to  a  navy.  It  was  one  of  the  dazzling 
feats  of  the  reign  of  the  great  monarch. 

The  policy  of  expansion  and  conquest  of  Louis 
XIV  had  been  ably  seconded  by  the  talented 
statesman  whom  he  had  placed  at  the  head  of  the 
departments  of  finance  and  marine,  the  famous 
Colbert.  On  coming  into  office  in  1661  the  new 
minister  found  the  country  in  a  state  of  disorder 
and  financial  ruin.  Gross  corruption  in  the  admin- 
istration, bankruptcy  in  the  treasury,  overwhelm- 
ing taxation,  and  starvation  and  death  among  the 
peasantry  had  undermined  the  very  life  of  the  land. 

Colbert,  believing  that  one  of  the  most  potent 


126  MARSHAL  DE  TOURVILLE 

influences  in  securing  the  wealth  and  prosperity  of 
the  state  lay  in  developing  her  trade,  knew  also 
that  to  acquire  and  maintain  supremacy  in  com- 
merce against  jealous  and  powerful  rivals  meant 
the  protection  of  shipping  interests  by  a  strong 
fleet.  After  having  restored  order  to  the  inter- 
nal affairs  of  the  country,  and  placed  the  public 
treasury  on  a  firmer  financial  basis,  Colbert  turned 
his  energies  to  the  formation  of  a  navy.  In  1661 
the  royal  navy  of  France  consisted  of  six  miserable 
galleys  and  two  war-ships,  with  an  appropriation 
of  only  300,000  francs.  Ten  years  later  Colbert 
had  built  up  a  navy  with  a  budget  of  13,000,000 
francs,  and  a  fleet  of  over  fifty  ships  of  the  line. 

Never  before  had  the  creation  of  a  navy  been 
accomplished  within  so  short  a  time.  It  was  the 
most  brilliant  of  Colbert's  achievements.  With- 
out it  the  glories  of  Palermo  and  of  Beachy  Head 
would  have  been  lost  to  France.  Energy  in  ad- 
ministration and  speed  in  construction  were  the 
minister's  mottoes.  The  dockyards  bustled  with 
activity,  ship-builders  were  imported  from  Hol- 
land to  build  vessels  that  were  afterward  to  wrest 
the  supremacy  of  the  Mediterranean  from  the 
grasp  of  the  Dutch.  Practice  and  strenuous 
watchfulness  carried  the  rapidity  of  the  work  to 
an  incredible  point  of  perfection.  Thus,  able 
statesmen  and  skilful  workers  made  possible  the 
sudden  rise  of  the  French  navy,  and  placed  weap- 
ons in  the  hands  of  Louis  XIV  with  which  he 


THE  FOUNDING  OF  FRENCH  SEA-POWER      127 

could  gratify  his  love  of  glory  and  his  intolerance 
of  all  rivals  in  power. 

Envy  of  the  enormous  commercial  wealth  of  the 
Netherlands  was,  in  fact,  the  main  cause  of  the 
Franco-British  alliance  and  the  declaration  of  war 
of  1672. 

Although  Holland  was  almost  powerless  to  repel 
the  formidable  French  army  that  overwhelmed  her 
by  land,  she  was  fully  able  to  offer  a  stubborn  re- 
sistance to  the  allies  on  her  natural  element,  the 
sea.  In  the  first  important  naval  engagement  of 
the  war,  the  battle  of  Solebay,  Tourville  served 
in  his  capacity  of  captain  under  Vice-admiral  d'Es- 
tre'es  against  the  great  De  Ruyter.  But  in  this 
contest  the  French  squadron  took  little  or  no 
active  part,  leaving  the  hard  fighting  to  their  Brit- 
ish allies.  Not  so  in  the  Mediterranean,  which, 
during  the  next  four  years,  became  the  centre  of 
operations,  and  where  the  French  bore  the  full 
brunt  of  the  war. 

Great  Britain,  weary  of  hostilities,  had  withdrawn 
from  the  contest  and  had  signed  a  treaty  of  peace 
with  the  Dutch.  France  was  left  to  continue  the 
war  alone.  Determined  to  destroy  the  commerce 
of  the  Netherlands,  she  sent  her  men-of-war  to  the 
Mediterranean ;  and  in  the  waters  of  the  South, 
which  then  became  the  centre  of  operations,  she 
acquitted  herself  with  honor,  and  her  young  squad- 
rons won  their  first  laurels  at  Stromboli,  at  Agosta, 
and  at  Palermo. 


128  MARSHAL   DE   TOURVILLE 

In  these  great  battles  of  the  Mediterranean, 
which  established  French  supremacy  in  southern 
waters,  Tourville  took  an  active  part  under  the 
leadership  of  Admiral  Du  Quesne,  the  famous 
pioneer  seaman  and  able  commander  in  the  new 
navy,  whose  exploits  were  dear  to  the  hearts  of  all 
Frenchmen.  Many  gallant  young  seamen,  the 
best  fighters  in  France,  served  under  the  veteran 
leader  who  was  to  make  his  country  the  mistress 
of  the  Mediterranean;  but  the  dashing  figure  of 
Captain  Tourville,  the  future  marshal  of  France, 
then  only  thirty-four  years  of  age,  stood  out  from 
the  rest  in  brilliancy  and  promise. 

Spain,  who  had  allied  herself  with  Holland,  was 
threatened  with  the  loss  of  one  of  her  most  impor- 
tant possessions  in  the  Queen  Island  of  the  Medi- 
terranean. The  seaport  town  of  Messina,  in  Sicily, 
had  risen  in  revolt  against  the  Catholic  king ;  the 
insurgents  had  captured  the  forts,  and  gained 
almost  entire  possession  of  the  city.  Too  weak, 
however,  to  carry  on  the  rebellion  without  foreign 
aid,  the  Messinese  asked  for  the  protection  of  the 
king  of  France.  Admiral  Vivonne  was  lying  at 
anchor  with  his  fleet  off  the  coast  of  Catalonia. 
Under  his  orders  were  gathered  some  of  the  most 
renowned  seamen  of  France,  —  Preuilly,  Valbelle, 
Tourville.  He  at  once  detached  Valbelle,  on  the 
27th  of  September,  1674,  with  a  small  squadron  to 
help  the  insurgents,  and  in  the  following  January, 
1675,  sent  a  second  relief  expedition  in  which 


THE   FOUNDING   OF   FRENCH   SEA-POWER      129 

Tourville  served  as  captain.  The  Spaniards  had 
recaptured  several  forts,  among  them  the  Pharo 
and  Fort  Reggio.  A  Spanish  army,  encamped 
outside  the  gates  of  Messina,  was  pressing  the 
city  vigorously  by  land,  and  a  fleet  of  forty-one  sail 
guarded  the  entrance  to  the  Straits.  Messina  lay 
at  the  mercy  of  the  Spaniards  surrounded  by  land 
and  sea.  On  the  2d  of  January  Valbelle's  little 
squadron  of  six  ships  of  the  line,  one  frigate,  three 
fire-ships,  and  a  convoy  of  supplies  bore  gallantly 
down  under  full  sail. 

With  a  fresh  wind  and  an  incoming  tide  the 
French  ships  dashed  through  the  channel,  borne 
swiftly  along  on  the  rapid  current ;  past  the  barri- 
cade of  Spanish  galleys,  under  the  fire  of  the  forts, 
they  forced  their  entrance  into  the  Straits  with 
bewildering  audacity.  The  amazed  Spaniards  in 
their  heavy  men-of-war  offered  no  resistance.  Mes- 
sina was  relieved  by  a  brilliant  stroke. 

The  new  supply  of  provisions,  however,  was 
small  and  was  soon  exhausted.  In  five  weeks  the 
besieged  were  reduced  anew  to  starvation.  But 
their  deliverance  was  at  hand.  Early  in  February, 
Admiral  Vivonne,  with  Du  Quesne  as  second  in 
command,  arrived  in  the  waters  of  Stromboli,  and, 
reenforced  by  the  squadron  of  Valbelle,  attacked 
and  put  to  flight  the  great  Spanish  armament. 
Caught  between  two  fires  and  seized  with  panic, 
the  Spaniards  fled  before  a  force  of  less  than  half 
their  numbers.  With  crowded  sail,  even  to  the 


130  MARSHAL  DE  TOURVILLE 

spritsail,  they  escaped,  and  Admiral  Vivonne  sailed 
in  triumph  into  Messina,  where  he  was  received 
with  the  wildest  demonstrations  of  joy  and  grati- 
tude. 

During  the  rest  of  the  year  1675  the  French 
strengthened  themselves  in  Sicily  and  extended 
their  conquests  along  the  southern  coast.  In  these 
operations  Tourville  distinguished  himself  on  two 
occasions.  During  the  summer  he  was  ordered 
to  the  Adriatic  to  intercept  a  small  squadron  of 
ships  carrying  troops  for  the  relief  of  Melazzo. 
Hoisting  all  sail,  he  sped  swiftly  to  the  north,  but  it 
was  too  late.  The  troops  had  been  landed  on  the 
coast  of  Italy  and  were  already  inarching  south- 
ward toward  Sicily.  But  from  a  passing  fish- 
ing smack  Tourville  learned  that  the  three  trans- 
port ships  of  the  enemy  had  dropped  anchor  in  the 
Gulf  of  Manfredonia  under  the  guns  of  Fort 
Barletta. 

Disappointed  in  his  first  venture,  he  now  deter- 
mined to  surprise  and  capture  this  small  squadron. 
Under  cover  of  the  night  he  approached  stealthily 
within  range  and,  when  the  first  dawn  of  day 
lighted  the  horizon,  opened  fire  on  the  enemy. 
After  a  brisk  cannonading  four  boats  with  a  crew 
of  boarders  were  sent  to  complete  the  capture. 
Under  a  raking  fire  from  the  batteries  of  the  fort 
the  intrepid  Frenchmen  cut  the  cables  of  two 
ships,  and  after  some  severe  fighting  set  fire  to  the 
third. 


THE  FOUNDING  OF  FRENCH  SEA-POWER      131 

On  returning  to  Messina  from  this  exploit  the 
French  frigate,  that  had  accompanied  Tourville  to 
the  Adriatic,  was  carried  by  the  strong  current 
under  the  very  ramparts  of  Fort  Reggio,  and  after 
an  obstinate  resistance  was  captured  by  ten  Span- 
ish galleys.  With  an  ebb  tide  and  a  favorable 
wind  Tourville  on  the  Sirene,  Captain  Lery  on 
the  TSmeraire,  and  one  fire-ship  bore  down  in  the 
broad  light  of  day  upon  the  ten  galleys  in  full 
view  of  the  town  and  bastions  and  fort  of  Reggio. 
Fully  determined  to  either  recapture  or  set  fire 
to  the  Gracieuse,  Tourville  stationed  himself  at  a 
point  from  which  he  could  train  his  guns  on  the 
Spanish  land  batteries.  Then,  in  the  heat  of  a 
raging  storm  of  shot,  the  little  fire-ship  dashed  out 
from  under  the  lee  of  the  land,  grappled  the  frigate, 
and  fired  her.  In  an  instant  the  flames  wrapped 
the  masts  and  rigging  in  a  blazing  mass,  leaped 
with  the  wind  from  ship  to  ship  and  from  ship  to 
shore,  and  spread  in  a  vast  conflagration.  Fifteen 
Spanish  ships  were  burned,  a  powder  magazine 
exploded  and  demolished  part  of  a  bastion,  and  a 
portion  of  the  town  was  left  in  ruins.  The  two 
French  captains  returned  to  Messina  with  the  loss 
of  only  a  few  men,  and  Tourville  at  once  wrote  to 
the  minister  of  marine,  praising  the  intrepidity  of 
his  followers,  and  asking  that  M.  Serpaut,  who 
commanded  the  fire-ship,  should  be  promoted. 

On  the  17th  of  August  an  attack  was  projected 
on  Agosta.  Twenty-nine  ships,  under  Vivonne, 


132  MARSHAL  DE   TOURVILLE 

anchored  in  the  bay,  and  opened  their  broadsides 
on  the  forts  that  protected  the  harbor.  While  the 
admiral  and  Du  Quesne  were  silencing  the  outer 
batteries  of  the  enemy,  Tourville  had  been  in- 
trusted with  a  more  hazardous  undertaking. 
Leading  a  small  division  of  six  ships  to  the  mouth 
of  the  harbor,  he  forced  an  entrance  under  the 
galling  fire  of  the  works,  and  turned  his  broadsides 
into  Fort  Avalo,  the  strongest  and  most  important 
of  the  enemy's  defences.  After  a  brisk  cannon- 
ading the  fort  still  held  out,  and  Tourville  sent 
Coetlogon  with  a  small  band  of  men  to  lead  a  hand- 
to-hand  assault.  Under  a  storm  of  shot  and  stones, 
the  first  barricade  was  captured.  Tourville,  now 
alarmed  for  the  safety  of  his  friend,  threw  himself 
impetuously  into  a  small  boat,  called  on  a  few  vol- 
unteers to  second  him,  and  flew  to  the  aid  of  Coet- 
logon. The  enemy  made  a  feint  of  running  up  a 
white  flag ;  but  when  the  French  had  come  within 
close  range,  they  let  fly  a  furious  discharge  of  artil- 
lery. After  an  hour's  obstinate  fight  the  second 
barricade  was  carried,  and  the  fort  surrendered. 

The  key  to  the  harbor  had  been  captured.  The 
rest  followed  quickly,  and  in  a  few  hours  the  town 
capitulated.  Tourville  was  the  hero  of  the  day. 
His  gallant  act  made  the  French  masters  of 
Agosta.  But  in  writing  of  the  engagement  to 
the  minister  of  marine,  he  speaks  of  his  own 
achievement  with  sincere  modesty.  Always  quick 
in  rendering  warm  praise  to  his  subordinates,  and 


THE  FOUNDING  OF  FRENCH  SEA-POWER      133 

recommending  them  for  promotion,  he  was  quiet 
and  unostentatious  in  his  personal  claims  to  honor, 
attributing  his  successes  more  to  the  "  negligence  " 
and  "  cowardice  "  of  the  enemy  than  to  his  own 
prowess,  and  awarding  all  the  glory  to  "  Fortune." 
He  was,  however,  beginning  to  fret  at  his  slow 
promotion,  and  was  realizing  that  his  services  had 
not  been  sufficiently  recognized  at  headquarters. 
Writing  to  the  minister  after  the  fall  of  Agosta, 
he  says,  "  I  hope  that  with  your  help  and  the  small 
successes  that  have  fallen  to  my  share  in  this  cam- 
paign I  shall  be  able  this  winter  to  leave  the  rank 
of  captain  which  has  become  almost  insufferable  to 
me." 

His  calm  remonstrances  seem  to  have  had  the 
desired  effect,  for  we  find  him  in  the  following 
year  raised  to  the  rank  of  commodore. 


CHAPTER    XII 

THE  CONQUEST  OF  THE  MEDITERRANEAN 

WHILE  these  events  were  occupying  the  French 
in  the  waters  of  Sicily,  the  Dutch  were  preparing 
to  send  out  an  expedition  to  the  assistance  of  their 
allies  the  Spaniards,  in  the  hope  of  wresting  Messina 
from  the  grasp  of  France.  The  famous  De  Ruyter 
received  from  William  of  Orange  the  order  to 
hoist  sail  for  the  Mediterranean,  make  a  juncture 
with  the  Spanish  fleet,  and  force  the  rebel  Sicilian 
town  to  return  to  the  allegiance  of  the  king  of 
Spain.  During  the  last  days  of  December,  1675, 
De  Ruyter,  at  the  head  of  eighteen  men-of-war, 
reached  the  scene  of  action,  and  on  the  7th  of 
January,  1676,  came  face  to  face  with  the  French 
fleet  in  the  waters  of  Stromboli. 

The  scene  of  the  meeting  was  one  of  picturesque 
grandeur.  The  group  of  volcanic  islands  of  Lipari 
are  the  outposts  of  Sicily  —  rock-sentinels  that 
guard  the  entrance  to  the  Gulf  of  Joy  bordered  by 
the  shores  of  Italy  and  the  Queen  Island  of  the 
Mediterranean.  On  Stromboli,  which  forms  the 
gateway  to  the  gulf,  stands  the  great  lighthouse  of 
the  southern  sea,  rising  two  thousand  feet  above 

134 


CONQUEST  OF  THE  MEDITERRANEAN      135 

the  waters  —  a  living  volcano  whose  open  crater 
feeds  the  flames  of  an  ever  burning  beacon.  At 
the  foot  of  this  grim  mountain  torch  the  greatest 
seamen  of  the  age  hastened  to  measure  their 
strength  and  prowess. 

Du  Quesne,  who  had  under  his  orders  twenty- 
five  battle-ships  and  six  fire-ships,  divided  his  fleet 
into  three  squadrons,  the  Sceptre,  Tourville's  ship, 
following  close  upon  the  flag-ship  in  the  centre. 
For  twenty-four  hours  the  rival  fleets  lay  two 
miles  apart  watching  each  other's  movements  and 
manoeuvring  to  gain  the  wind.  As  the  gray  light 
of  dawn  spread  over  the  skies  on  the  morning  of 
the  8th,  a  stiff  wind  sprang  up  to  the  advantage  of 
the  French,  and  Du  Quesne  bore  down  full  sail 
upon  his  adversary.  The  Dutch  received  the 
shock  firmly  and  opened  a  heavy  fire  upon  their 
assailants.  From  ten  in  the  morning  until  ten  at 
night  both  sides  fought  at  close  quarters  along  the 
whole  line  with  vigor  and  intrepidity. 

Tourville  found  himself  in  the  hottest  part  of 
the  fight  and  gallantly  supported  his  leader  in  his 
position  as  second  astern.  At  one  time  he  was  in 
a  hand-to-hand  conflict  with  a  huge  three-decker, 
and  his  ship,  torn  and  riddled  in  masts,  sails,  and 
rigging,  was  saved  by  a  French  fire-ship  that  came 
to  his  assistance.  Toward  the  close  of  the  day  a 
squadron  of  nine  Spanish  galleys  swept  down 
upon  the  French  flag-ship  and  annoyed  her  with 
their  chase  guns,  but  Tourville  sent  two  36- 


136  MARSHAL  DE   TOURVILLE 

pounders  among  them  and  scattered  them  in  a 
precipitate  flight.  When  darkness  closed  on  the 
combatants,  the  loss  on  the  two  sides  had  been 
about  equal,  and  neither  had  gained  a  decisive  ad- 
vantage. Although  on  the  following  day  both 
fleets  were  reenforced  by  additional  ships,  neither 
Du  Quesne  nor  De  Ruyter  ventured  on  a  renewal 
of  the  struggle.  Du  Quesne  sailed  around  Sicily 
and  entered  Messina  from  the  south ;  while  De 
Ruyter  went  first  to  Naples  and  afterward  to 
Palermo  to  revictual  and  refit. 

The  most  important  action,  however,  was  yet  to 
come.  On  the  22d  of  April,  1676,  almost  at  the 
foot  of  Mt.  Etna,  between  Catania  and  Agosta,  the 
French  fleet  of  thirty  men-of-war  encountered 
the  combined  Dutch  and  Spanish  squadrons,  which 
counted  twenty-seven  ships  of  the  line.  Both  sides 
bore  down  until  within  musket  shot  of  each  other. 
The  conflict  was  prolonged  and  furious.  As  dark- 
ness closed  in  upon  the  antagonists,  De  Ruyter's 
flag-ship  fell  in  with  the  Saint  Esprit,  at  whose 
masthead  waved  the  flag  of  Du  Quesne.  In  a  few 
moments  the  two  flag-ships  were  wrapped  in  the 
dense  smoke  of  their  broadsides.  To  right  and 
left  Tourville's  Sceptre  and  the  Saint  Michel 
brought  their  guns  to  bear  on  the  plucky  Dutch- 
man and  forced  him  to  retreat.  Not  until  later 
was  it  known  that  De  Ruyter  lay  wounded  in  the 
cock-pit.  A  ball  from  one  of  the  French  ships  had 
shattered  one  of  his  legs  earlier  in  the  engagement, 


CONQUEST  OF  THE  MEDITERRANEAN      137 

and  thrown  him  on  to  the  lower  deck.  Although 
he  died  five  days  later,  his  wound  at  the  time  was 
not  thought  to  be  really  serious. 

At  ten  o'clock  the  firing  ceased  and  the  comba- 
tants separated.  The  next  morning  in  rain  and 
mist  the  allied  fleet,  crippled  and  shattered,  retired 
to  Syracuse,  and  the  French,  after  keeping  the  sea 
until  the  1st  of  May,  sailed  into  the  harbor  of 
Messina. 

The  death  of  De  Ruyter  was  the  knell  of  the 
allied  fleet  and  an  irreparable  blow  to  Holland. 
With  the  loss  of  the  greatest  of  its  heroes  and  its 
ablest  commander,  the  Dutch  navy  soon  declined 
in  power,  and  the  next  sea  battle,  fought  on  the 
2d  of  June  in  the  harbor  of  Palermo,  was,  for  the 
French,  one  of  the  most  complete  naval  victories 
on  record.  After  re  victualling  and  repairing  their 
damaged  ships,  the  allies  had  sailed  out  of  Syracuse 
harbor,  doubled  the  island  of  Sicily  on  the  south, 
and  entered  the  port  of  Palermo,  there  to  await  the 
movements  of  the  enemy's  fleet.  They  were  not 
kept  long  in  suspense.  On  the  28th  of  May  the 
French  fleet  of  twenty-nine  ships  of  the  line, 
twenty-five  galleys,  and  nine  fire-ships  put  to  sea 
from  the  harbor  of  Messina,  and,  passing  through 
the  channel  of  the  Pharo,  sailed  northward  in 
search  of  the  Hispano-Dutch  armament. 

The  Duke  of  Vivonne,  viceroy  of  Sicily  and  nom- 
inal head  of  the  Mediterranean  fleet,  went  in  person 
to  share  in  this  last  glorious  venture  of  the  French 


138  MARSHAL  BE  TOURVILLE 

arms.  Running  up  his  flag  on  Tourville's  ship  the 
Sceptre,  which  thus  became  the  chief  vessel  of  the 
centre,  he  divided  his  fleet  into  three  squadrons, 
Du  Quesne,  as  vice-admiral,  taking  command  of 
the  vanguard.  Four  days  after  leaving  Messina 
the  French  fleet  sighted  the  harbor  of  Palermo, 
and  there  the  combined  fleet  of  the  allies  rode  at 
anchor  in  complete  battle  array.  The  Spaniards 
held  the  centre  under  Don  Diego  de  Ibarra,  La 
Cerda  having  been  disgraced  after  his  last  defeat. 
On  the  right  and  left  wings  were  the  Dutch  ships 
under  the  leadership  of  Admiral  Haan,  who  had 
succeeded  to  the  chief  command  after  the  death  of 
De  Ruyter.  The  ships  were  moored  in  a  straight 
and  compact  line  of  battle,  three  or  four  cable 
lengths  from  the  entrance  to  the  roadstead.  Some 
of  the  vessels  were  sheltered  by  the  mole.  The 
combined  fleet  numbered  twenty -seven  ships  of  the 
line,  four  fire-ships,  and  nineteen  galleys. 

As  soon  as  the  French  vanguard  sighted  the 
allied  fleet,  Vivonne  called  four  of  his  most  trusted 
officers  and  sent  them  on  a  difficult  and  perilous 
undertaking.  Among  them  was  Tourville,  the 
youngest  of  the  commodores.  They  were  ordered 
to  make  a  complete  examination  of  the  enemy's 
position,  and  to  draw  up  a  plan  of  the  defences. 
Setting  out  in  a  small  sail-boat,  in  broad  day- 
light, and  supported  by  the  squadron  of  galleys, 
the  valiant  and  devoted  little  band  entered  the 
harbor  and  approached  to  within  close  range  of 


CONQUEST   OF   THE  MEDITERRANEAN       139 

the  serried  battle  front.  Sailing  up  and  down  the 
enemy's  line,  Tourville  and  his  companions  passed 
it  in  review  from  end  to  end.  Struck  with  admira- 
tion for  their  audacious  courage,  the  enemy  looked 
on  in  silence,  and  not  a  gun  was  fired. 

On  their  return  they  reported  that  the  Hispano- 
Dutch  fleet  was  moored  under  the  city;  the  left 
wing  was  flanked  by  the  mole  and  its  two  works, 
the  centre  was  covered  by  the  strong  fortress  of 
Castellamare,  and  the  right  wing  by  another  fort 
and  the  city  bastions — a  formidable  line  of  defences 
which  completely  protected  the  approach  to  the 
fleet.  On  the  sides  and  in  all  the  spaces  between 
the  great  ships  of  war  hovered  the  galleys,  forming 
an  apparently  impregnable  front.  The  commander- 
in-chief  immediately  called  a  council  of  war  to 
decide  on  the  plan  of  attack.  Tourville,  quick  to 
conceive,  daring  in  resolution,  and  prompt  in  action, 
had  already  framed  a  plan,  and  after  long  discus- 
sion it  was  adopted. 

Early  on  the  morning  of  the  2d  of  June,  with  a 
stiff  breeze  blowing  from  the  northwest,  the  French 
fleet  sailed,  in  order  of  battle,  through  the  entrance 
to  the  harbor.  Led  by  a  detachment  of  nine  ships 
of  the  line  and  five  fire-ships,  which  were  to  open 
the  action  by  attacking  the  head  of  the  enemy's 
line,  the  entire  column  entered  the  bay  in  silence 
and  took  up  its  position  opposite  the  Hispano-Dutch 
fleet.  Every  deck  was  cleared  for  action,  every 
man  was  at  his  post,  the  guns  were  ready  to  be 


140  MARSHAL   DE   TOURVILLE 

fired,  but  not  a  shot  came  from  the  French  port- 
holes until  the  anchors  were  cast.  The  Dutch 
broadsides  swept  the  decks  fore  and  aft  before 
the  Frenchmen  had  swung  into  place.  Then  the 
French  guns  opened  a  furious  fire.  The  vigor  of 
the  storm  of  shot  made  the  Dutch  ships  tremble 
and  waver.  Along  the  whole  line  the  same  im- 
petuosity of  attack  filled  the  allies  with  fear  and 
dismay.  Half  an  hour  after  the  action  had  begun, 
the  Spanish  vice-admiral  cut  his  cables  and  drifted 
toward  the  shore. 

The  line  had  been  opened,  and  the  French  re- 
turned to  the  attack  with  fresh  energy.  Two  more 
flag-ships  were  forced  to  cut  their  cables,  and  others 
followed  in  the  panic.  Several  ships  ran  aground  ; 
some  took  refuge  behind  the  mole.  Then  the 
French  let  loose  their  fire-ships,  and  the  wildest 
confusion  took  possession  of  the  allies.  Twelve 
men-of-war  were  burned,  among  them  the  Spanish 
and  Dutch  flag-ships.  The  Dutch  admiral,  Haan, 
and  rear-admiral  Van  Middellandt  and  the  Spanish 
admiral,  De  Ibarra,  were  killed  or  drowned  in  at- 
tempting to  escape  from  their  burning  ships.  The 
Steenberg  and  the  Oapitane  blew  up  with  a  fearful 
explosion,  and  covered  the  bay  and  the  neighboring 
ships  with  the  burning  debris.  As  the  confusion 
of  the  mele'e  increased,  and  the  flames  spread  from 
ship  to  ship,  consternation  seized  the  allies.  Struck 
with  terror,  Dutch  and  Spaniards  fled  for  refuge 
behind  the  mole,  and,  amid  fearful  ravages,  at- 


CONQUEST  OF   THE  MEDITERRANEAN      141 

tempted  to  escape  from  the  burning  balls  and 
grenades  which  fell  in  showers  on  the  city  of 
Palermo. 

The  victory  was  brilliant  and  complete.  The 
French  were  masters  of  the  Mediterranean.  Spain 
could  no  longer  be  counted  as  a  great  naval  power, 
and  the  navy  of  Holland  had  been  so  reduced, 
and  its  strong  leaders  so  decimated,  that  there  was 
little  hope  of  its  reconstruction. 

A  short  while  after  the  decisive  victory  of 
Palermo,  Tourville  was  taken  seriously  ill,  and 
after  struggling  against  a  congestion  of  the  lungs 
for  some  weeks,  he  yielded  to  the  importunities 
of  his  friends  and  asked  the  minister  of  marine 
for  leave  of  absence.  We  find  him  at  this  time 
generous  to  appreciate  his  inferiors,  warm  in  his 
enthusiasm  for  his  chief  Du  Quesne,  just  and  out- 
spoken in  his  judgment  on  the  misconduct  of  even 
his  superiors,  rising  above  every  motive  of  self- 
interest  and  personal  gain;  devoted  in  his  patri- 
otism and  earnest  in  his  desire  to  serve  his  country 
to  the  utmost  of  his  powers.  While  his  equals  in 
birth  and  rank  chafed  and  rebelled  under  the  severe 
discipline,  and  were  quick  to  criticise  the  rough 
manners,  the  boorishness,  and  difficult  humor  of 
Admiral  Du  Quesne,  who  was  a  plebeian  by  birth 
and  a  sailor  by  fortune,  the  aristocrat  Tourville  was 
always  prompt  to  second  his  chief  and  to  value  him 
at  his  true  worth.  With  these  generous  qualities 
of  mind  and  heart,  he  was  by  no  means  indifferent 


142  MARSHAL  DE  TOURVILLE 

to  the  glory  of  renown  and  advancement.  In  his 
letter  to  the  minister  of  marine,  in  which  he  is 
finally  forced  to  admit  the  necessity  of  rest,  he 
adds  that  he  is  eager  to  return  to  the  fleet  at  the 
first  possible  opportunity,  and  that  he  will  endeavor 
not  to  die  a  commodore. 

About  the  first  of  February,  1677,  Tourville  re- 
turned to  Toulon  to  oversee  the  equipment  of  the 
new  ship  that  had  been  assigned  him,  the  Mon- 
arque,  but  no  further  action  of  note  took  place 
before  the  signing  of  the  treaty  of  peace  between 
France  and  the  allies. 

The  famous  treaty  of  Nime"gue,  signed  on  the 
10th  of  August,  1678,  between  Louis  XIV  on  one 
side  and  half  of  Europe  on  the  other,  marked  the 
beginning  of  that  dazzling  period  of  naval  su- 
premacy which,  during  almost  fifteen  years,  placed 
France,  for  once  in  her  history,  at  the  head  of 
maritime  nations.  The  flag  of  every  people  saluted 
the  standard  that  floated  proudly  from  the  mast- 
head of  the  ships  of  France. 

Peace  on  the  water  highways  brought  activity 
and  constructive  energy  in  the  dockyards.  Col- 
bert and  his  son,  the  Marquis  de  Seignelay,  who 
was  to  be  his  father's  successor  as  minister  of 
marine,  projected  vast  improvements  in  harbor 
defences,  roadstead  facilities,  in  ship-building,  and 
in  fleet  equipments. 

The  total  number  of  war-ships  in  the  French 
navy  at  this  period  had  risen  to  two  hundred  and 


CONQUEST   OF   THE   MEDITERRANEAN      143 

nineteen  classified  vessels  of  all  kinds,  including 
one  hundred  and  twenty  ships  of  the  line ;  besides 
these  there  were  a  large  number  of  small  unclassi- 
fied craft  which  brought  the  list  up  to  almost  a 
thousand.  But  numbers  were  not  all.  Colbert's 
chief  aim  was  progress  and  perfection  in  construc- 
tion. At  Versailles,  under  his  eyes  and  those  of 
the  king,  Tourville  directed,  in  1678,  the  building 
of  a  frigate  according  to  a  new  design,  a  great  im- 
provement on  the  old,  and  even  an  advance  on  the 
British  model.  It  was  light,  but  was  heavily  armed. 
Merchant  marine  as  well  as  military  marine,  com- 
merce as  well  as  war,  received  the  careful  attention 
of  Colbert,  and  the  next  few  years  were  devoted  to 
strengthening  the  entire  naval  department. 

Action  on  the  waters,  however,  was  soon  to 
recommence.  The  commerce  of  Europe  was 
again  endangered  by  the  piratical  excursions  of 
the  Barbary  Corsairs.  To  strike  a  severe  blow  to 
these  enemies  of  trade,  it  was  necessary  to  attack 
them  in  their  main  retreat.  Algiers  was  the  chief 
lair  of  the  sea  robbers.  There  they  led  their  cap- 
tured prizes,  and  fortified  themselves  in  its  ample 
harbor.  There  thousands  of  Christian  captives 
languished  in  prison  or  in  servitude.  To  maim  or 
destroy  this  centre  of  piracy  was  the  next  project 
of  Louis  XIV. 

The  beautiful  African  city  was  to  suffer  a  fear- 
ful punishment  for  the  audacity  of  her  buccaneer 
rulers.  In  the  summer  of  1682,  and  again  in  1683, 


144  MARSHAL  DE  TOURVILLE 

a  French  fleet  under  Du  Quesne  and  Tourville 
sailed  into  the  harbor  of  Algiers,  and  among  the 
heavy  ships  of  the  line  could  be  seen  for  the  first 
time  several  newly  invented,  small,  flat-bottomed, 
bomb  galiots,  each  of  which  carried  two  mortars 
and  four  guns. 

Shells  fell  like  rain  upon  the  roofs  of  the  city. 
Day  and  night  the  mortars  plied  their  deadly 
missiles,  and  every  minute  a  burning  bomb  swept 
through  the  air  and  exploded  in  the  streets,  doing 
fearful  damage.  Palaces  and  mosques  fell  in  a 
mass  of  ruins ;  storehouses  were  destroyed,  and 
houses  crumbled  to  the  ground.  The  city  was  a 
scene  of  wild  confusion  and  disorder.  Tourville, 
now  lieutenant-general  (vice-admiral),  always  at 
the  post  of  danger,  and  first  in  every  perilous  enter- 
prise, came  and  went  in  a  small  boat  under  an 
incessant  fire  from  the  forts  to  watch  the  work  of 
the  mortars. 

Algiers  sued  for  peace,  but  Du  Quesne  refused 
to  listen  to  any  overtures  until  all  the  French 
prisoners  had  been  released  from  bondage.  For 
five  days  there  was  silence  on  the  bay  and  a  respite 
in  the  city,  while  boat  after  boat  came  and  went 
between  the  shore  and  the  fleet.  Seven  hundred 
Christian  slaves  were  restored  to  liberty.  When 
the  people  of  Algiers  finally  surrendered  at  dis- 
cretion, and  Tourville  dictated  the  conditions  of  a 
treaty  of  peace,  thirty-five  hundred  shells  had 
levelled  their  city  to  the  ground. 


CONQUEST  OF  THE  MEDITERRANEAN      145 

The  famous  peace  of  Nimegue  did  not  long 
prevent  a  resumption  of  hostilities  in  Europe. 
Louis  XIV  and  Charles  II  of  Spain  had  not  been 
able  to  reach  an  agreement  on  the  question  of 
concessions,  and  the  Spanish  king  refused  to  give 
up  certain  possessions  that  had  been  included 
in  the  treaty.  The  misunderstandings  between 
France  and  Spain  had  brought  them  to  the  verge 
of  rupture,  when  the  city  of  Genoa  had  the 
audacity  or  the  imprudence  to  break  her  bond  of 
neutrality,  and  not  only  to  seek  the  protection  of 
Spain,  but  to  send  several  ships  to  her  assistance. 
This  open  defiance  of  the  power  of  the  great  mon- 
arch could  not  fail  to  provoke  his  ire.  A  fleet 
was  at  once  ordered  to  sail  from  Mediterranean 
ports  and  to  appear  before  Genoa.  On  the  17th  of 
May,  1684,  Du  Quesne  and  Tourville  arrived  be- 
fore the  fair  Italian  city  with  a  fleet  of  fourteen 
ships  of  the  line,  nineteen  galleys,  and  ten  mortar- 
boats.  Then  began  a  repetition  of  the  scenes  at 
Algiers.  A  storm  of  burning  shells  was  hurled 
from  the  French  mortars.  More  than  thirteen 
thousand  bombs  poured  upon  the  beautiful  churches 
and  palaces.  The  treasury,  the  arsenal,  the  store- 
houses, the  docks,  were  completely  destroyed. 

Two  land  attacks  were  made,  and  Tourville, 
under  a  galling  fire,  led  one  of  the  detachments 
against  the  fort  of  San  Pier  d' Arena.  The  fort 
was  carried,  the  walls  razed  to  the  ground,  the 
whole  suburb  was  captured  and  burned.  Genoa 


146  MARSHAL  DE  TOURVILLE 

finally  surrendered  when  her  streets  were  mounds 
of  wreckage  and  her  inhabitants  had  reached  the 
furthest  limits  of  endurance. 

Although  Algiers  had  been  punished  and  driven 
to  submission,  the  Corsairs  of  Tripoli  still  swept 
the  Mediterranean  with  their  pirate  galleys  and 
carried  off  rich  prizes  and  costly  cargoes.  Louis 
XIV  could  brook  no  defiance  of  his  power,  and 
Tripoli  was  condemned  to  the  same  revenge  that 
had  laid  her  sister  city  in  ruins.  A  French  fleet 
under  Du  Quesne  and  Tourville  dropped  anchor 
in  front  of  the  rebellious  nest  of  buccaneers. 

Tourville,  to  whose  lot  fell  every  hazardous  un- 
dertaking, crept  noiselessly  into  the  harbor  in  a 
small  boat,  sounding  as  he  went.  Under  the  very 
shadow  of  the  walls  of  Tripoli  his  little  boat  sped 
stealthily,  passing  from  end  to  end  of  the  bay. 
After  a  thorough  examination  of  the  port,  and 
having  found  the  best  anchorage  for  the  fleet,  he 
returned  without  mishap,  and  on  the  following 
day  the  French  ships  were  moored  one  mile  from 
the  city. 

The  entire  charge  of  the  operations  was  in- 
trusted to  Tourville.  Night  after  night  the  fiery 
shells  rained  upon  the  bastions  and  the  streets 
of  Tripoli.  Silence  wrapped  the  city,  and  no 
sound  was  heard  save  the  dull  roar  of  the  mortars 
and  the  deafening  explosion  of  the  bombs.  But  at 
last  popular  feeling  was  roused,  and  a  cry  went  up 
for  submission.  Thus,  in  succession,  the  rebellious 


CONQUEST  OF  THE  MEDITERRANEAN      147 

cities  of  the  Mediterranean  were  made  to  feel  the 
implacable  and  iron  power  of  the  great  monarch. 

Tourville  soon  found  himself  greatly  advanced 
in  rank  and  influence.  In  1689  he  left  the  Order 
of  Malta  and  was  appointed  vice-admiral  of  the 
Levant.  The  death  of  Du  Quesne,  in  1688,  had 
raised  him  to  the  head  of  the  navy,  and  a  few 
years  later  he  was  given  supreme  command  as 
marshal  of  France.  This  rapid  promotion  was 
due  partly  to  his  unquestioned  ability  and  partly 
to  the  fact  that  he  was  thoroughly  in  sympathy 
with  the  policy  of  Seignelay,  the  minister  of 
marine,  and  had  been  an  active  agent  in  carrying 
out  that  policy  with  brilliant  and  marked  success. 
The  Marquis  de  Seignelay,  son  of  Colbert,  the 
founder  of  the  French  navy,  had  devoted  himself 
heart  and  soul  to  the  great  ambition  of  his  life  — 
that  of  making  the  French  navy  supreme  in  the 
waters  of  the  Mediterranean.  What  Colbert  and 
Seignelay  planned,  Du  Quesne  and  Tourville  ac- 
complished. For  this  end  French  squadrons  had 
fought  and  vanquished  the  Corsairs,  Spain,  Italy, 
and  Holland  —  every  nation,  in  fact,  whose  pro- 
jects of  naval  extension  and  activity  and  whose  in- 
terests in  the  Mediterranean  interfered  in  any  way 
with  those  of  France.  But  the  appetite  for  power 
grows  with  success,  and,  having  realized  his  dreams 
of  supremacy  in  the  Mediterranean,  Seignelay  now 
meditated  equal  preponderance  in  the  waters  of 
the  Atlantic. 


148  MARSHAL   DE   TOURVILLE 

Since  1672,  when  at  Solebay  the  French  and 
British  fought  together  against  the  Dutch,  there 
had  been  a  reversal  in  European  politics.  A  revo- 
lution in  England  had  deposed  the  Catholic  king, 
James  II,  and  brought  over  from  across  the  Chan- 
nel William  of  Orange  as  temporary  sovereign. 
Protestant  Britain  and  Holland  were  therefore 
united  by  bonds  of  the  closest  alliance,  in  both  re- 
ligion and  government.  At  this  juncture  Louis 
XIV  espoused  the  cause  of  James,  who  had  fled 
to  France  and  was  working  for  his  own  restoration 
to  the  British  throne.  The  war  which  was  de- 
clared in  1690  opened  as  a  duel  between  the 
Catholic  king,  Louis  XIV,  as  the  supporter  of 
James,  and  the  Protestant  king,  William  of 
Orange,  as  the  representative  of  the  Established 
Church  of  England.  It  ended  in  a  coalition  of 
Europe  against  the  overweening  ambition  of 
France,  or  rather  against  the  dynastic  ambition 
of  the  French  crown. 


CHAPTER  XIII 

FRANCE  SUPREME  ON  THE  WAVES 

THE  interest  of  this  war  centres  on  the  waters 
of  the  English  Channel  and  in  the  great  battle  of 
Beachy  Head,  which  forms  the  apogee  of  the  short 
but  dazzling  triumph  of  the  French  navy.  For  a 
moment  in  history  France  won  the  supremacy  of 
the  seas.  It  was  but  a  moment,  and  one  that 
never  returned.  It  came  appropriately  to  increase 
the  splendor  of  the  reign  of  Louis  XIV.  It  was 
in  itself  a  superficial  triumph  dependent  upon  the 
energy,  strong  will,  and  well-conceived  plans  of 
Seignelay,  and  upon  the  courage  and  ability  of 
Tourville. 

On  a  day  in  June,  1690,  from  the  seaport  town 
of  Brest,  the  combined  French  squadrons,  under 
Tourville  as  commander-in-chief,  crossed  the  Chan- 
nel to  the  Lizard  and  passed  along  the  coasts  of 
Devonshire  and  Dorsetshire.  As  the  fleet  kept 
close  to  the  shore,  the  British  soldiers  standing 
on  the  ramparts  of  Plymouth  could  easily  watch 
the  ships  of  France.  Seventy  men-of-war,  many 
carrying  more  than  fifty  guns,  led  by  the  Soleil 
Royal,  the  admiral's  flag-ship,  went  slowly  on  in 

149 


150  MARSHAL  DE  TOURVILLE 

quest  of  the  British  fleet.  The  ships  of  Great  Brit- 
ain lay  in  the  Downs.  The  Dutch  contingent  had 
joined  them.  Admiral  Herbert,  Lord  Torrington, 
a  man  of  great  personal  courage  but  of  wilful  and 
obstinate  temper  and  of  jealous  disposition,  had 
been  placed  at  the  head  of  the  combined  squadrons. 
It  was  near  the  rocks  of  the  Isle  of  Wight  that  the 
hostile  fleets  took  up  their  positions.  The  allies 
were  inferior  in  numbers,  having  fifty-nine  ships 
of  the  line  beside  fifty-three  lesser  vessels ;  but  the 
combination  of  the  two  greatest  naval  powers  of 
Europe  was  supposed  to  outweigh  in  quality  what 
it  lacked  in  quantity. 

It  was  therefore  to  the  dismay  of  the  central 
government  that  Admiral  Torrington  began  a  re- 
treating movement  toward  the  Straits  of  Dover. 
Scarcely  had  he  reached  Beachy  Head,  halfway  to 
the  Straits,  when  he  received  orders  from  head- 
quarters to  fight  the  enemy.  Tourville,  on  his 
side,  had  also  been  instructed  to  find  the  British 
fleet  and  destroy  it.  On  both  sides  there  was  no 
alternative  but  obedience.  Yet  both  of  the  hostile 
admirals  disapproved  of  the  decision  of  their  gov- 
ernments, and  the  difference  in  the  character  of 
the  two  men  came  out  at  this  juncture.  Tour- 
ville overcame  his  annoyance,  and,  putting  the 
love  of  country  first,  decided  to  fight  his  best  at 
any  cost.  Torrington  carried  his  self-love  and 
resentment  into  battle,  and,  while  the  "fate  of 
three  kingdoms"  hung  on  his  conduct,  he  held 


FRANCE  SUPREME  ON  THE  WAVES      151 

aloof  from  the  engagement,  keeping  only  within 
long  range  and  leaving  the  Dutch  squadron  un- 
supported. 

Under  Admiral  Evertsen  the  brave  Hollanders, 
who  had  been  placed  in  the  van  and  given  the 
signal  to  engage,  bore  down  full  sail  upon  the 
French  vanguard.  Even  the  contemporary  records 
of  France  give  testimony  to  the  gallant  stand  of 
the  Dutch  squadron  and  the  courage  with  which 
they  upheld  the  honor  of  their  countiy.  Caught 
between  the  fire  of  the  French  vanguard  and  of 
the  centre  commanded  by  Tourville,  they  bore  for 
eight  hours  the  ceaseless  and  violent  cannonading 
that  swept  away  their  masts  and  rigging  and  did 
deadly  work  among  the  men.  At  last  the  unequal 
contest  ended  in  the  complete  annihilation  of  the 
Dutch  squadron.  The  mutilated  ships  ran  aground 
on  the  coast  and  were  burned  by  the  enemy.  Fif- 
teen vessels  were  sunk  or  blown  up,  and  of  these 
only  two  were  British.  Torrington,  after  basely 
leaving  his  allies  to  their  fate,  gave  the  signal  for 
retreat,  and  as  darkness  came  to  cover  his  move- 
ments he  fled  with  his  ships  along  the  coast  of 
Kent  and  took  refuge  in  the  Thames,  pulling  up 
the  buoys  as  he  went  and  putting  out  the  beacons 
along  the  banks,  thus  making  it  impossible  for  the 
French,  who  were  without  pilots,  to  follow  in 
pursuit. 

The  day  of  Tourville's  victory  was  a  day  of  sor- 
row and  ignominy  for  London.  Terror  spread 


152  MARSHAL  DE  TOURVILLE 

throughout  the  city.  The  danger  of  invasion  and 
revolution  grew  hourly  more  alarming.  If  Tour- 
ville's  professional  daring  had  been  equal  to  his 
personal  courage,  he  would  now  have  taken  greater 
risks  and  won  larger  triumphs.  Braving  the  shoals 
of  the  Thames,  he  would  have  set  fire  to  the  ship- 
ping and  destroyed  the  remnants  of  the  enemy's 
fleet.  Then  London  itself  would  have  been  at  his 
mercy.  But  while  he  was  fearless  in  danger,  he 
was  cautious  under  responsibility,  and  this  pru- 
dence brought  upon  him  severe  criticism.  He  was 
called  by  Seignelay,  "brave  of  heart,  coward  of 
head." 

The  impetuous  minister  of  marine  was  impatient 
for  an  invasion  of  the  Thames.  He  had  also  made 
extensive  plans  for  a  series  of  descents  upon  the 
ports  on  the  southern  and  western  shores  of  Eng- 
land and  along  the  coast  of  Ireland  on  St.  George's 
Channel,  for  the  purpose  of  burning  and  destroying 
the  shipping.  He  now  tried  to  urge  Tourville  into 
more  energetic  measures,  but  the  commander-in- 
chief  contented  himself  with  ranging  the  Channel 
and  burning  the  little  maritime  town  of  Teign- 
mouth.  The  sight  of  the  French  ships  under  their 
very  cliffs  roused  the  entire  population  from  end 
to  end  of  Devonshire,  of  Dorsetshire,  and  Sussex. 
In  twenty-four  hours  thousands  of  raw  recruits  had 
assembled,  forming  a  tumultuous  but  enthusiastic 
army,  ready  to  defend  their  shores  at  all  odds. 
Tourville  was  soon  persuaded  that  an  attempt  on 


FRANCE   SUPREME   ON   THE    WAVES        153 

the  coast  would  be  useless,  and,  standing  out  to 
sea,  he  turned  his  fleet  toward  France. 

This  had  been  in  July.  In  the  next  November 
Seignelay  died,  and  with  him  passed  away  the 
short-lived  glory  of  the  French  navy.  His  suc- 
cessor, Pontchartrain,  was  a  man  ignorant,  incom- 
petent, and  injudicious.  A  faulty  administration 
soon  brought  about  the  defeat  and  decline  of  the 
marine  which  had  given  so  fair  a  promise  under 
the  two  Colberts.  The  first  and  most  disastrous 
result  of  this  change  at  headquarters  was  the  terri- 
ble defeat  of  La  Hogue. 

In  1692  a  new  descent  on  Great  Britain  was  pro- 
jected by  Louis  XIV  and  James  II.  It  was  to  be 
the  final  blow  to  the  throne  of  William  of  Orange. 
The  entire  winter  was  spent  in  preparations.  A 
large  army  of  thirty  thousand  men,  encamped  on 
the  coast  of  Normandy,  was  in  readiness  for  James 
to  place  himself  at  its  head.  Five  hundred  trans- 
ports lay  at  Cherbourg  and  Havre  to  carry  the 
troops  across  the  Channel  and  effect  a  landing  on 
the  coast  of  England.  Tourville,  commanding  the 
Atlantic  squadron  of  fifty  ships  of  the  line,  had 
orders  to  leave  Brest  and  protect  the  transporta- 
tion of  the  troops;  then,  after  having  been  reen- 
forced  by  the  squadron  of  the  Mediterranean,  to 
engage  the  enemy  wherever  and  whatever  he  might 
be.  The  utmost  confidence  was  felt  in  the  success 
of  the  enterprise.  A  large  part  of  the  British 
fleet,  it  was  expected,  would  desert  to  King  James, 


154  MARSHAL  DE  TOURVILLE 

and  it  was  also  hoped  that  a  great  body  of  the 
people  would  rally  around  their  former  sovereign 
when  once  he  had  set  foot  on  British  soil.  The 
restoration  of  the  Stuart  dynasty  seemed  a  matter 
of  certainty.  Theoretically  the  plans  were  good. 
Practically  they  were  brought  to  naught  by  bad 
weather,  the  activity  of  the  allies,  and  the  obstinacy 
of  the  French  minister. 

The  French  squadron  of  the  Mediterranean  was 
imprisoned  in  the  Straits  of  Gibraltar  by  a  severe 
tempest,  and  never  reached  the  scene  of  action. 
Tourville  was  detained  by  contrary  winds  at  Brest. 
Meanwhile,  unknown  to  the  French  government, 
a  Dutch  squadron  of  thirty-six  ships  of  the  line 
had  appeared  in  the  Downs  and  effected  a 
junction  with  the  British.  It  was  the  most 
powerful  fleet  ever  assembled  in  the  Channel  — 
almost  a  hundred  war-ships,  manned  by  forty 
thousand  men,  and  carrying  more  than  seven 
thousand  guns.  The  whole  of  this  force  was 
under  the  command  of  Admiral  Russell,  who 
had  received  orders  from  the  government  to 
find  and  fight  the  enemy.  On  the  17th  of  May, 
1692,  this  great  armament  headed  for  the  French 
coast. 

Tourville,  with  a  squadron  of  only  forty  ships 
and  twenty  thousand  men,  had  already  left  Brest 
and  was  on  his  way  to  La  Hogue  to  escort  the 
transports.  The  two  armaments  came  in  sight  of 
each  other  off  the  Cape  of  Barfleur.  The  dispro- 


FRANCE  SUPREME  ON  THE   WAVES       155 

portion  in  numbers  was  immense.  The  French 
counted  less  than  one-half  in  vessels,  men,  and 
guns.  It  seemed  madness  to  engage  the  enemy. 
But  Tourville  had  received  orders  to  fight,  and 
he  obeyed.  He  had  been  allowed  no  freedom  of 
action,  and  besides  he  did  not  wish  to  lay  himself 
open  again  to  the  charge  of  overcaution.  At 
noon,  on  the  17th  of  May,  the  two  fleets  were 
formed  in  line  of  battle,  and  the  French  bore 
down  full  sail  on  the  long  stretch  of  the  enemy's 
armament  with  a  daring  which  surprised  even 
the  allies. 

From  the  first  the  Soleil  Royal,  Tourville's  flag- 
ship, engaged  the  Britannia,  from  whose  masthead 
the  flag  of  Admiral  Russell  was  flying.  The  duel 
between  the  two  vessels  was  long  and  desperate. 
The  guns  were  equal,  but  it  soon  became  evident 
that  the  men  behind  the  guns  were  superior  on 
the  side  of  the  British,  the  aim  was  surer,  the 
service  faster,  the  guns  in  better  condition.  But 
Tourville  fought  daringly  and  well,  and  the 
gallant  old  Soleil  Royal,  the  finest  vessel  in 
the  world,  after  upholding  the  honor  of  the 
white  flag  with  a  courage  and  tenacity  acknowl- 
edged even  by  his  opponents,  surrounded  by  six 
vessels  of  the  enemy  and  sustaining  a  galling  fire, 
was  towed  off  at  sunset  like  a  great  wounded 
giant,  and  the  admiral's  colors  were  transferred  to 
the  Amlitieux.  For  five  hours  the  struggle  went 
on.  The  British  lost  two  vessels,  the  French  not 


156  MARSHAL  DE   TOURVILLE 

one.  Then,  when  night  fell,  under  cover  of  a  fog, 
the  French  spread  their  sails  and  retreated  for 
shelter  to  the  coast. 

Thus  far  it  had  been  an  honorable  defeat.  The 
French  had  engaged  an  adversary  of  more  than 
double  their  strength  and  had  not  lost  a  ship. 
Had  there  been  a  Thames  behind  him,  Tourville 
could  have  saved  his  fleet,  and  the  glory  would 
have  almost  equalled  that  of  a  victory.  But  along 
that  entire  coast  there  was  not  a  naval  port  where 
he  could  find  refuge.  So  the  retreat  turned  into  a 
flight,  and  the  whole  fleet  of  the  enemy  followed 
in  hot  pursuit.  The  smaller  French  vessels  made 
for  the  treacherous  Race  of  Alderney,  between  the 
Channel  Isles  and  the  French  coast,  where  shoals 
and  rocks  and  boiling  eddies  made  shipwreck 
almost  certain.  It  was  the  plunge  of  despair, 
but  the  twenty  ships  that  took  it  reached  St.  Malo 
uninjured,  and  the  British  dared  not  follow  on 
the  dangerous  trail. 

The  larger  vessels,  among  them  the  Soleil  Royal 
and  the  Ambitieux,  headed  for  Cherbourg  and 
La  Hogue,  where  they  were  run  aground  on  the 
beach  and  dismantled.  There  the  British  chased 
them  to  their  very  sands,  and  set  fire  to  the  un- 
rigged and  anchorless  hulks.  Fourteen  were 
burned,  and  for  miles  the  coast  was  illumined 
by  the  flames  under  the  very  eyes  of  James  II. 

The  cause  of  the  British  king  was  lost;  but, 
more  important  still  for  France,  the  supremacy 


FRANCE   SUPREME   ON   THE    WAVES        157 

of  the  sea  passed  from  her  grasp,  never  to  return. 
Still  the  French  navy  was  not  annihilated.  It 
had  wonderful  recuperative  power.  The  famous 
privateers  of  St.  Malo  and  Dunkirk,  Jean  Bart 
and  his  confederates,  infested  the  Channel  and 
captured  several  thousand  of  the  British  mer- 
chantmen. A  year  after  La  Hogue,  Tourville 
showed  England  that  she  was  not  yet  undisputed 
"  mistress  of  the  sea."  The  French  fleet,  with  sur- 
prising alacrity,  had  been  rebuilt  and  refitted. 
France  still  took  the  palm  for  speed  in  construc- 
tion. Almost  a  hundred  ships  of  the  line  were 
ready  to  take  the  sea. 

Tourville,  at  the  head  of  this  fleet,  slipped  un- 
noticed from  the  road  of  Brest  and,  passing  along 
the  coast  of  Portugal,  lay  in  hiding  in  the  bay  of 
Lagos.  He  was  determined  to  revenge  La  Hogue, 
and  his  prey  was  to  be  the  immense  Smyrna  fleet 
of  merchantmen  bound  for  the  Mediterranean. 
This  fleet,  the  largest  ever  gathered  in  British 
waters,  lay  at  Portsmouth  waiting  for  her  Anglo- 
Dutch  escort.  There  were  British,  Dutch,  and 
Flemish  merchant  ships  bound  for  the  marts  of  the 
Levant  —  four  hundred  sail  in  all,  a  dense  forest 
of  masts  and  rigging.  In  May,  1693,  they  stood 
out  to  sea  on  their  way  to  the  Straits  of  Gibraltar. 
Tourville  was  supposed  to  be  lying  at  Brest,  and 
the  larger  part  of  the  Anglo-Dutch  escort  anchored 
off  the  island  of  Ushant  to  prevent  him  from  com- 
ing out  and  attacking  either  the  British  coast  or 


158  MARSHAL  DE  TOURVILLE 

the  merchant  fleet.  Little  did  they  dream  that 
they  were  guarding  an  empty  harbor. 

In  June  the  Smyrna  fleet  reached  the  southern 
point  of  Portugal.  As  it  rounded  Cape  St.  Vin- 
cent, Tourville  sailed  out  of  Lagos  Bay.  The 
surprise  was  complete.  Admiral  Rooke,  at  the 
head  of  the  small  escort  squadron,  retreated  hur- 
riedly to  the  open  sea.  The  merchant  fleet  was 
abandoned  to  its  fate.  Ship  after  ship  was  burned 
by  the  French.  The  whole  sea  was  wrapped  in 
flames.  A  part  of  the  merchantmen  fled  to  Cadiz, 
others  attempted  to  pass  through  the  Straits. 
Tourville  followed  even  as  far  as  Gibraltar  and 
Malaga,  and  completed  the  work  of  destruction. 
A  hundred  ships  paid  the  penalty  of  the  French- 
man's revenge.  This  blow  to  British  and  Dutch 
commerce  was  deep  and  far-reaching.  They  had 
expected  large  profits ;  they  had  reaped  enormous 
losses.  And  the  hurt  to  their  pride  was  no  less 
great.  The  large  escort  fleet  that  had  watched 
outside  the  empty  harbor  of  Brest,  while  cargoes 
worth  millions  of  pounds  sterling  were  being  de- 
stroyed by  the  enemy,  was  received  with  jeers  on 
its  return  to  England. 

This  fearful  reprisal  was  almost  the  last  of  the 
notable  services  that  Tourville  rendered  to  France. 
The  cautious  policy  of  Pontchartrain  replaced 
great  naval  battles  by  privateering  and  attacks 
on  the  enemy's  trade,  and  the  broader  powers  of 
the  hero  of  Beachy  Head  were  left  without  scope. 


FRANCE  SUPREME  ON  THE  WAVES       159 

He  continued  to  serve  in  the  Mediterranean,  but 
we  do  not  hear  of  him  in  any  important  enter- 
prise. After  the  famous  peace  of  Ryswick,  in 
1697,  he  was  obliged,  by  ill  health,  to  retire  for 
a  time  from  active  service  and  live  on  his  own 
estates.  When  the  war  of  the  Spanish  succession 
broke  out  in  1700,  he  was  made  commander-in- 
chief  of  the  joint  naval  forces  of  France  and 
Spain  in  the  Mediterranean  ;  but  his  death  in 
1701  followed  close  upon  his  new  appointment. 
Tourville's  knowledge  of  the  sea  extended  over 
a  wide  field ;  he  was  familiar  with  every  detail  of 
his  profession.  He  was  able  as  a  tactician,  he 
added  to  the  art  of  signalling,  and  naval  science 
owed  to  him  a  regular  corpus  of  the  principles  of 
tactics.  He  was  the  greatest,  with  the  exception 
of  Suffren,  and  undoubtedly  the  most  brilliant  of 
the  admirals  of  France ;  and  it  was  his  good  for- 
tune to  have  been  at  the  head  of  the  French  navy 
at  the  moment  of  its  supremacy. 


VICE-ADMIRAL   DE   SUFFEEN 
SAINT-TROPEZ 

1726-1788 


YICE-ADMIEAL  DE  SUFFREN 
SAINT-TROPEZ 

CHAPTER  XIV 
THE   SCHOOLING   OF   A   SEAMAN 

IF  greatness  were  measured  by  the  rule  of  suc- 
cess and  brilliant  achievement,  Suffren  could  not 
lay  claim  to  his  acknowledged  title  of  being  the 
most  distinguished  seaman  of  France.  He  won 
no  world-famed  victory,  and  for  this  reason,  per- 
haps, his  name  has  been  less  widely  known  out- 
side the  limits  of  his  own  country  than  that  of  any 
other  illustrious  naval  commander  in  history.  No 
dazzling  results  crowned  his  active  career  as  a 
fighter,  yet  in  genius,  skill,  resolution,  practical 
knowledge,  and  clear  judgment  he  was  unsur- 
passed by  any  officer  in  the  French  navy.  His 
power  was  greater  than  his  performance,  and  this 
because  he  was  forced  to  work  with  imperfect  tools 
and  to  struggle  not  only  against  material  obstacles, 
but  against  moral  opposition  and  an  incomplete 
destiny.  His  career  lacked  the  grouping  of  every 
element  of  success  ;  circumstances,  instead  of  being 
his  allies,  were  his  foes.  That  he  accomplished 

163 


164  VICE-ADMIRAL  DE  SUFFREN 

so  much  in  the  face  of  the  heavy  handicap  of  for- 
tune is  the  proof  of  his  genius. 

Early  in  the  eighteenth  century  the  noble  French 
family  of  Suffren  lived  in  the  castle  of  St.  Can- 
nat  on  their  ancestral  estate  in  Provence.  The 
Marquis  de  Suffren  had  several  sons,  the  youngest 
of  whom,  Pierre  Andre*,  was  to  be  later  known  as 
the  Bailli  de  Suffren  Saint-Tropez.  Pierre  Andre", 
who  was  born  in  1726,  was  early  destined  to  enter 
the  French  navy  and  the  Order  of  St.  John  of  Jeru- 
salem, an  accepted  career  for  many  of  the  younger 
sons  of  noble  French  families.  When  he  was  seven- 
teen he  was  admitted  to  the  service  of  King  Louis 
XV,  and  was  sent  to  Toulon  for  his  naval  schooling. 

Suffren  had  entered  upon  the  stage  at  a  period 
of  almost  uninterrupted  ferment  and  hostile  activ- 
ity in  European  politics.  It  was  a  time  when  the 
training  of  future  officers  was  not  carried  on  delib- 
erately and  systematically  in  the  interesting  retreat 
of  a  naval  academy.  It  was  won  by  experience  on 
the  decks  of  men-of-war  among  the  rude  chances 
of  actual  battle.  Thrown  almost  at  once  into  the 
midst  of  active  service,  Pierre  Andre*  learned  the 
rudiments  of  the  seaman's  calling  as  a  cadet  on 
board  the  Solide,  a  64-gun  ship,  one  of  the 
Toulon  fleet.  His  chief,  La  Bruyere  de  Court,  was 
the  first  to  fly  his  flag  in  the  war  of  1744,  between 
France  and  Great  Britain,  and  under  him  Suffren 
took  part  in  the  action  off  Toulon  against  Admiral 
Matthews. 


THE   SCHOOLING   OF   A   SEAMAN          165 

His  second  naval  experience  in  the  same  year 
was  an  exciting  one  —  the  notorious  duel  between 
the  Mars  and  the  Northumberland,  off  the  Scilly 
Isles.  Swept  by  the  artillery  of  the  Mars,  her 
machinery  riddled,  her  rigging  torn,  her  captain 
wounded,  and  two-thirds  of  her  crew  killed,  the 
Northumberland  finally  surrendered,  and  was  car- 
ried in  triumph  to  Brest.  This  first  year  of  Suf- 
fren's  sea  service  closed  off  Martinique,  in  the 
Caribbean  Sea,  where  he  took  part  on  the  Pau- 
line in  the  action  between  Captain  Macnamara 
and  four  British  men-of-war. 

Suffren's  career  had  opened  in  the  heat  of 
battle ;  it  was  to  continue  through  a  long  future 
of  almost  uninterrupted  activity  on  the  sea.  Dur- 
ing the  next  forty-four  years  he  was  to  fight  on 
high  and  narrow  seas,  from  the  Mediterranean  to 
the  Atlantic,  from  the  Caribbean  Sea  to  the  Indian 
Ocean.  His  wide  range  of  experience  was  to  carry 
him  from  the  shores  of  France  to  those  of  Canada, 
from  Morocco  to  the  West  Indies,  from  Malta  to 
the  United  States,  from  South  Africa  to  India. 

In  1746  Suffren  was  exchanged  to  the  Trident, 
one  of  a  squadron  of  seven  ships  of  the  line  and 
three  frigates  under  the  command  of  the  Duke 
d'Anville.  Early  in  June  this  little  squadron  put 
to  sea  with  secret  orders  to  sail  for  Cape  Breton 
and  recapture  the  French  settlement  that  had 
fallen  into  the  hands  of  the  British.  But  mis- 
fortune followed  the  expedition  from  the  start. 


166  VICE-ADMIRAL  DE  SUFFREN 

The  squadron  lacked  water  and  fresh  provisions, 
fierce  winds  and  storms  delayed  her  on  her  course, 
and  a  virulent  scurvy  devastated  the  crews.  Al- 
though Nova  Scotia  was  finally  reached,  all  attempt 
against  Cape  Breton  was  renounced,  and  the  squad- 
ron headed  for  home  ports.  But  British  ships  were 
cruising  in  the  waters  of  the  Atlantic,  and  many 
of  the  unfortunate  Frenchmen  fell  a  prey  to  their 
foes.  One  by  one  the  remnant  found  their  way 
across  the  ocean,  buffeted  by  the  winds,  harassed 
by  the  enemy's  ships,  and  scattered  over  the  waters. 
Among  the  few  that  returned  to  France  in  safety 
was  Suffren's  ship,  the  Trident. 

In  the  following  year,  1747,  Suffren  was  ad- 
vanced to  the  rank  of  ensign,  and  transferred  to 
the  Monarque,  a  74-gun  ship  in  the  squadron  of 
Commodore  1'Etenduere.  France  at  this  time  was 
sending  out  frequent  convoys  of  merchandise  to 
her  colonies  in  the  West  Indies  under  the  protec- 
tion of  small  squadrons  of  men-of-war.  It  fell  to 
the  lot  of  L'Etendudre  to  act  as  escort,  with  his 
eight  ships  of  the  line  and  two  frigates,  to  one  of 
these  large  merchant  fleets.  The  merchantmen, 
numbering  two  hundred  and  fifty-two  sail,  put  to 
sea  in  the  month  of  October,  from  the  Straits  of  La 
Rochelle.  But  a  British  fleet  of  fourteen  ships 
of  the  line,  three  frigates,  and  three  fire-ships,  under 
Rear-admiral  Hawke,  was  lying  off  Cape  Finis- 
terre  in  waiting  for  the  long  line  of  richly  laden 
vessels.  Allowing  them  to  pass  ahead,  the  British 


THE  SCHOOLING  OF   A  SEAMAN         167 

admiral  then  followed  in  hot  pursuit,  and  fell  upon 
their  unprotected  rear. 

L'Etenduere  at  once  ordered  his  convoy  to  hoist 
all  sail  and  fly  before  the  enemy,  while  he  gath- 
ered together  his  ships,  and  made  signal  to  form 
in  line  of  battle  and  open  fire.  The  odds  were 
heavy  against  him,  more  than  double  in  favor  of 
the  British.  His  flag-ship  was  almost  immediately 
surrounded  by  six  of  his  opponent's  vessels,  and 
on  all  quarters  the  battle  raged  furiously.  Four  of 
the  French  rearguard,  among  them  the  Monarque, 
fought  desperately  against  several  opponents,  and 
after  four  hours  of  obstinate  resistance,  raked  fore 
and  aft,  dismasted  and  shattered,  their  captains 
killed  or  wounded,  they  were  forced  to  surrender. 
Suffren,  who  had  fought  throughout  the  battle 
with  conspicuous  coolness  and  bravery,  thus  found 
himself  a  prisoner  in  the  hands  of  the  enemy. 

But  his  captivity  was  not  a  long  one.  He  was 
exchanged  after  a  few  months,  and  returned  to 
France  shortly  before  the  treaty  of  peace  of  Aix- 
la-Chapelle,  which  was  signed  in  October,  1748. 
His  services  being  no  longer  needed  at  home,  he 
took  advantage  of  the  cessation  of  hostilities  to  go 
to  Malta,  where  he  was  received  as  a  knight  of 
the  Order  of  St.  John.  During  the  next  six  years 
he  took  part  in  the  obligatory  cruises  of  the 
knights  against  their  hereditary  enemies,  the 
African  and  Turkish  pirates,  who  constantly  in- 
fested the  waters  of  the  Mediterranean. 


168  VICE-ADMIRAL   DE   SUFFREN 

France  and  Great  Britain,  although  nominally 
at  peace,  had  continued  in  an  illegal  and  piratical 
way  to  annoy  and  injure  each  other's  trade.  Re- 
prisals and  unauthorized  attacks  continued  in 
growing  force  until  the  year  1756,  when  a  formal 
declaration  of  war  between  the  two  countries  re- 
opened regular  hostilities.  Suffren,  who  had  re- 
turned to  France  the  year  before,  and  had  been 
raised  to  the  rank  of  lieutenant,  was  among  the 
first  to  take  part  in  the  new  campaign. 

French  dockyards  were  teeming  with  activity ; 
fifteen  new  ships  of  war  were  built  and  armed  with 
marvellous  rapidity,  and  the  ocean  ports  swarmed 
with  troops.  The  present  object  of  French  enter- 
prise was  an  island  in  the  Mediterranean,  the  key 
to  Toulon. 

The  island  of  Minorca  —  a  sentinel  of  British 
commerce  on  the  highway  to  the  Levant  —  formed 
a  convenient  arsenal  and  coaling  station  for  Brit- 
ish ships.  Its  possession  was  of  inestimable  value 
to  Great  Britain  and  a  constant  menace  to  France. 
The  expedition  planned  by  the  French  govern- 
ment was,  therefore,  of  no  small  importance  to 
her  naval  interests.  From  the  islands  of  Hyeres 
a  French  fleet  of  twelve  ships  of  the  line,  five 
frigates,  and  a  hundred  and  fifty  transports  set 
sail  on  the  12th  of  April,  1756.  La  Galissoniere 
commanded  the  expedition,  and  Suffren  as  lieuten- 
ant served  on  one  of  the  smaller  ships  of  the  line, 
the  OrphSe,  of  sixty-four  guns. 


THE  SCHOOLING  OF  A  SEAMAN          169 

After  a  sail  of  five  days  La  Galissonie're,  skil- 
fully evading  a  British  squadron  that  had  been 
sent  to  intercept  him,  reached  the  shores  of  Mi- 
norca and  hurriedly  landed  the  troops.  Shortly 
after,  when  the  British  ships  were  signalled  in 
the  offing,  he  was  prepared  to  meet  the  enemy. 
As  the  opposing  vanguards  opened  fire,  the 
French  presented  a  strong  and  compact  front  that 
resisted  with  decision  every  effort  to  break  it. 
The  British  ships,  on  the  contrary,  were  swept 
fore  and  aft,  and  their  guns  soon  silenced  by  the 
raking  broadsides  of  Commodore  Glandenez  and 
his  division. 

Confusion  took  possession  of  the  British  line. 
Admiral  Byng  strove  to  restore  order  and  to 
close  with  the  French  rear,  but  he  was  unsup- 
ported by  his  division.  Three  of  his  disabled 
ships,  in  attempting  to  escape,  became  entangled 
in  the  flag-ship.  La  Galissoniere's  heavy  broad- 
sides completed  the  rout;  there  was  no  choice 
except  flight. 

Hoisting  all  sail,  the  remnants  of  Byng's  shat- 
tered squadron  headed  for  Gibraltar  and  took 
refuge  under  the  guns  of  the  fortress.  The  courtr 
martial  and  execution  of  Admiral  Byng,  the  cap- 
ture of  Mahon,  and  conquest  of  the  entire  island 
of  Minorca  were  the  direct  results  of  this  naval 
victory. 

In  the  following  year  Suffren  was  transferred  to 
the  Ocean,  of  eighty  guns,  the  flag-ship  of  Commo- 


170  VICE-ADMIRAL  DE  SUFFREN 

dore  de  la  Clue,  and  took  part  in  the  campaign  of 
1758-1759,  which  proved  so  disastrous  to  French 
arms. 

Early  in  1759  the  government  of  Versailles 
made  extensive  plans  for  a  descent  upon  the  coast 
of  Great  Britain.  Active  preparations  were  made 
throughout  the  ports  of  France.  Hundreds  of 
flatboats  were  constructed  for  the  transport  of 
troops,  forty  battalions  were  collected  in  Brit- 
tany, another  army  corps  camped  at  Dunkirk. 
Two  fleets  were  formed, — one  at  Toulon  under 
De  la  Clue,  another  at  Brest  under  Vice-admiral 
Conflans.  To  prevent  the  junction  of  these  fleets, 
Admiral  Boscawen  had  been  ordered  to  blockade 
the  Toulon  force,  but  a  sudden  and  violent  storm 
drove  his  ships  toward  Gibraltar.  De  la  Clue 
seized  this  opportunity  to  steal  swiftly  out  of  har- 
bor and  to  attempt  the  passage  of  the  Straits. 
In  the  inky  darkness  of  the  night,  under  a  driving 
wind,  the  Ocean  led  the  way  with  her  signal  light 
at  the  stern. 

A  part  of  De  la  Clue's  squadron  found  its  way 
through  the  narrow  waters,  but  five  of  the  French 
ships  and  three  frigates  had  been  swept  by  the 
terrific  gale  out  of  sight  of  the  Ocean's  beacon. 
At  early  dawn  on  the  17th  of  August,  near  Cape 
Santa  Maria,  De  la  Clue  sighted  the  whole  British 
fleet  bearing  down  upon  him,  and  rapidly  gaining 
on  his  slow-sailing  ships.  With  a  force  fourteen 
to  seven  the  British  admiral  fell  upon  his  adver- 


THE   SCHOOLING   OF  A  SEAMAN          171 

sary.  De  la  Clue  made  a  vigorous  but  hopeless 
resistance. 

The  duel  between  the  two  flag-ships  was  terrific. 
Boscawen  threw  himself  with  crowded  sail  upon 
his  rival  until  within  musket  shot.  His  first  broad- 
sides almost  completely  unrigged  the  Ocean,  tore 
her  sails  to  shreds,  and  cut  her  mainmast.  But 
disabled  as  she  was,  she  answered  the  attack 
bravely,  and  the  unswerving  aim  of  her  fire  left 
the  masts,  yards,  and  sails  of  the  Englishman  a  mass 
of  wreckage.  Boscawen  retreated  in  amazement 
and  did  not  venture  to  renew  the  duel,  but  De  la 
Clue's  courageous  defence  was  of  no  avail.  Mor- 
tally wounded  in  the  thigh,  he  left  the  command 
of  his  ship  to  Captain  Carne",  and  together  with  the 
few  remnants  of  the  squadron  drifted  toward 
Lagos  on  the  coast  of  Portugal.  Pursued,  even 
under  the  guns  of  a  neutral  port,  two  of  the  French 
ships  were  captured  and  two  others  burned. 
Among  the  prisoners  was  Suffren,  who,  for  the 
second  time,  found  himself  a  British  captive. 

Suffren  was  now  thirty-three  years  of  age.  He 
had  already  spent  sixteen  of  those  years  in  almost 
uninterrupted  sea  service,  he  had  been  twice  a 
prisoner,  and  he  had  fought  in  repeated  engage- 
ments. Thus  far  his  promotion  had  been  slow, 
he  was  still  only  a  lieutenant,  but  he  was  soon  to 
rise  more  swiftly.  We  cannot  follow  in  detail 
every  step  of  this  rise ;  twenty  years  were  to  pass 
before  he  was  to  reach  an  independent  command  of 


172  VICE-ADMIRAL  DE  SUFFREN 

importance.  Although  no  brilliant  event  marks 
this  long  period  of  his  schooling,  these  years  of 
preparation  were  of  inestimable  value  in  the  train- 
ing of  his  ability  and  the  formation  of  his  char- 
acter. They  were  years  full  of  varied  incident; 
they  gave  him  a  proficiency  that  only  practical 
experience  could  teach;  they  helped  to  develop 
that  coolness  under  danger,  that  keenness  of  judg- 
ment, and  that  unswerving  determination  which 
later  made  him  the  hero  of  the  Indian  Ocean. 

Suffren  had  returned  to  France  after  his  cap- 
tivity, but  was  given  no  new  employ  before  the 
peace  of  1763.  He  was  then  assigned  to  the  com- 
mand of  the  CamSleon,  a  small  vessel  sent  to 
cruise  in  the  Mediterranean  against  the  Algerine 
and  Morocco  pirates.  In  1767  he  received  his 
commission  as  commander,  and  in  1772  one  as 
captain.  Four  years  of  active  work  under  the 
Maltese  flag,  which  earned  him  the  grade  of  com- 
mander in  the  Order  of  St.  John,  and  several 
cruises  in  eastern  waters  as  commander  of  the 
Mignonne  and  the  Alcmene,  filled  the  ten  years 
between  1767  and  1777. 

Early  in  1778  was  signed  at  Versailles  the  mem- 
orable Treaty  of  Alliance  that  publicly  recognized 
American  independence  and  secured  the  support 
of  France  in  our  struggle  for  freedom.  Two 
months  later  a  French  fleet  under  the  command  of 
Vice-admiral  d'Estaing  set  sail  from  the  harbor  of 
Toulon.  Its  destination  had  been  kept  so  com- 


THE  SCHOOLING  OF  A  SEAMAN          173 

plete  a  secret  that  not  until  it  was  flying  under 
full  sail  across  the  Atlantic  did  Great  Britain 
realize  its  true  mission.  Twelve  ships  of  the  line, 
of  fifty  to  ninety  guns,  and  five  frigates  were  heading 
for  America,  and  commanding  the  Fantasque,  a  64- 
gun  ship,  was  Suffren,  who  had  been  appointed  to 
her  early  in  1777. 

The  object  of  the  expedition  was  to  assist,  by  a 
sudden  and  well-directed  attack,  in  the  destruction 
of  British  naval  forces  on  the  coast  of  North 
America ;  but  as  far  as  the  United  States  were  con- 
cerned, it  ended  merely  in  a  sympathetic  demon- 
stration by  the  French  fleet.  D'Estaing  had  left 
Toulon  on  the  19th  of  April;  hampered  by  two 
slow-sailing  ships  he  was  kept  in  mid-ocean  for 
almost  three  months.  When  he  reached  the  Dela- 
ware River,  on  the  7th  of  July,  he  found  that 
Lord  Howe  had  retreated  to  Sandy  Hook  and 
anchored  his  fleet  in  water  too  shallow  for  the 
large  French  ships  to  enter.  D'Estaing,  in  the 
presence  of  his  assembled  captains,  offered  a 
reward  of  a  hundred  and  fifty  thousand  francs  to 
any  American  pilot  who  would  lead  his  fleet  into 
New  York  harbor.  All  refused  to  risk  the  passage 
of  the  bar. 

Disappointed  in  his  hope  of  destroying  the 
British  fleet,  D'Estaing  sailed  down  the  coast  to 
Newport,  where  he  was  soon  followed  by  Lord 
Howe.  When  the  British  admiral  appeared  in 
the  offing,  D'Estaing  sailed  out  to  meet  him,  but 


174  VICE-ADMIRAL  DE   SUFFREN 

Howe  evaded  a  combat,  and  a  sudden  squall  sep- 
arated the  adversaries.  Foiled  in  his  repeated 
attempts  to  fight  the  enemy,  the  French  com- 
mander shaped  his  course  northward  and  dropped 
anchor  in  the  harbor  of  Boston. 

Appointed  by  Louis  XVI  military  governor  of 
the  Windward  Isles,  in  the  Caribbean  Sea, 
D'Estaing  set  sail  for  Martinique  toward  the  close 
of  1778,  and  remained  on  that  station  for  a  year. 
After  an  unsuccessful  attempt  to  recapture  the 
island  of  Santa  Lucia,  that  had  fallen  into  the 
hands  of  the  British,  the  French  admiral  deter- 
mined to  make  an  attack  on  Grenada,  one  of  the 
Windward  group,  where  for  sixteen  years  the 
British  had  been  strongly  intrenched. 

On  the  morning  of  the  2d  of  July,  1779,  the 
French  fleet,  now  numbering  twenty-five  ships  of 
the  line  and  fifteen  frigates,  appeared  before  the 
town  and  anchored  above  the  forts.  Sixteen 
hundred  troops  were  at  once  lauded  and  prepara- 
tions made  to  storm  the  two  powerful  forts  that 
protected  the  town  and  the  roadstead.  At  eleven 
o'clock  at  night,  under  a  heavy  fire,  three  French 
columns  made  an  impetuous  assault,  carried  the 
palisade,  climbed  the  precipitous  cliff,  forced  the  bar- 
ricades, captured  the  batteries,  cut  down  the  Brit- 
ish flag,  and  ran  up  the  white  standard  of  France. 
This  had  been  the  work  of  two  hours.  When  the 
light  of  morning  dawned,  D'Estaing  ordered  one 
of  the  British  guns  on  the  Hospital  cliff  to  be 


THE   SCHOOLING  OF  A  SEAMAN          175 

turned  onto  Fort  Royal.  The  first  shot  brought 
an  offer  to  capitulate  from  Lord  Macartney,  gov- 
ernor of  Grenada,  and  within  a  few  hours  the 
whole  British  garrison  surrendered  at  discretion. 

On  the  day  following  this  brilliant  capture,  news 
came  to  D'Estaing  of  the  approach  of  Admiral 
Byron,  and  on  the  morning  of  the  6th  of  July  the 
entire  British  fleet  were  seen  bearing  down  under 
press  of  sail.  The  French  promptly  formed  in 
line  of  battle  to  receive  the  shock  of  the  attack. 
The  Fantasque  found  herself  at  the  rear,  but  Suf- 
fren  with  skilful  celerity  passed  to  the  head  of  the 
line  and  became  the  leading  ship.  In  this  position 
he  received,  for  more  than  an  hour,  the  full  brunt 
of  the  broadsides  from  twenty-one  British  men-of- 
war.  When  the  enemy  had  passed  ahead  of  the 
Fantasque,  Suffren  returned  to  his  post  in  the  line 
of  battle  and  for  the  second  time  exposed  himself 
to  the  galling  fire  of  the  opposing  line.  His  ves- 
sel was  fearfully  damaged,  masts  and  sails  were 
cut  and  rent,  many  of  the  crew  were  wounded, 
but  his  well-directed  fire  still  swept  the  enemy's 
decks.  The  British  suffered  heavy  losses.  As 
night  closed  in,  Admiral  Byron  retired  from  the 
scene  of  action,  and  the  French  cast  anchor  in  the 
road  of  Grenada. 

On  Suffren's  return  from  the  Caribbean  Sea  he 
was  received  in  France  with  every  mark  of  esteem 
and  appreciation,  and  being  appointed  to  the  Z61&, 
a  74-gun  ship,  he  joined  early  in  1780  the  com- 


176  VICE-ADMIRAL  DE   SUFFREN 

bined  Franco-Spanish  fleet  cruising  off  Cadiz. 
On  the  9th  of  August,  near  Cape  St.  Vincent, 
the  allies  fell  in  with  a  large  and  valuable  British 
convoy,  under  the  escort  of  Captain  Moutray. 
The  swift  attack,  the  pursuit,  the  capture,  was  the 
work  of  a  few  hours.  Suffren  alone  took  twelve 
British  prizes,  and  was  the  first  to  lead  in  the 
chase  of  Captain  Moutray.  But  the  fast-sailing 
British  frigates  and  the  ship  Ramillies  kept  far 
ahead  of  their  pursuers,  and  Suffren  was  finally 
forced  to  give  up  the  race.  The  capture  of  almost 
the  entire  British  convoy  was,  however,  an  ample 
reward  to  the  French  and  a  severe  blow  to  their 
opponents. 


CHAPTER  XV 

ON  THE  INDIAN   OCEAN 

THE  past  had  been  preparation  and  slow  pro- 
motion :  thirty-seven  years  of  subordinate  service. 
The  future  was  to  be  achievement  and  swift 
advance :  seven  years  of  independent  command. 
On  these  seven  years  rests  the  fame  of  Suffren. 

In  1781  Suffren  was  appointed  to  the  H6ros,  a 
74-gun  ship,  and  was  placed  in  command  of  five 
ships  of  the  line  and  a  number  of  transports,  bound 
for  the  Cape  of  Good  Hope  and  the  Indian  Ocean. 

Early  in  the  year  the  French  government  had 
learned,  through  secret  agencies,  of  a  proposed 
attack  by  the  British  on  the  Dutch  settlement 
at  the  Cape.  Commodore  Johnstone  had  been  in- 
trusted with  the  mission  of  taking  possession  of 
the  colony,  and  was  about  to  make  sail  from  Ports- 
mouth harbor  with  five  ships  and  a  convoy  of 
troops  under  his  command.  Suffren  received 
orders  to  sail  simultaneously  from  Brest  to  warn 
and  assist  the  Dutch,  and  if  possible  to  reach  the 
Cape  in  advance  of  his  rival.  It  so  happened  that 
Johnstone  had  a  start  of  several  days,  for  Suffren 
could  not  sail  until  the  22d  of  March,  and  even 

177 


178  VICE-ADMIRAL  DE  SUFFREN 

then  he  was  burdened  by  a  large  number  of  sick 
among  his  crews.  After  a  run  of  about  three 
weeks  the  Cape  Verd  Islands  were  sighted.  One 
of  the  French  ships,  the  ArtSaien,  needing  water, 
Suffren  decided  to  take  the  whole  squadron  into 
Port  Praya,  and  revictual  with  fresh  provisions, 
of  which  he  was  in  great  want. 

At  dawn,  on  the  morning  of  the  16th  of  April, 
the  French  squadron  was  heading  for  St.  Jago, 
when  the  ArtSsien  ran  up  the  signal,  "Enemy's 
ships  at  anchor."  This,  then,  was  Johustone's 
squadron,  and  the  meeting  was  to  take  place 
before  either  of  them  had  reached  the  Cape. 

For  a  moment  Suffren  weighed  the  chances  and 
then  decided  on  an  immediate  attack.  It  had  the 
advantage  of  a  surprise.  The  British  ships  were 
carelessly  moored  in  the  bay;  thoughtless  of 
danger,  a  part  of  the  men  had  been  sent  ashore  for 
water  and  provisions. 

Having  signalled  his  division  to  prepare  for 
action,  and  the  two  belated  ships,  the  Sphinx  and 
the  Vengeur,  to  join  him  under  press  of  sail,  Suf- 
fren took  the  lead  and  stood  into  the  bay.  Soon 
the  signal,  "  Enemy  in  sight,"  was  flying  from  the 
masthead  of  one  of  the  British  ships,  and  the 
absent  men  were  hastily  recalled.  "  Up  all  ham- 
mocks "  and  "  Heave  anchor "  came  in  quick 
succession,  as  Suffren's  flag-ship  the  Heros  bore 
down  under  full  sail  with  reckless  audacity. 
The  French  commander  did  not  pause  to  see 


ON   THE  INDIAN  OCEAN  179 

whether  his  division  could  follow  him,  and  the 
Annibal  alone  succeeded  in  taking  up  a  position 
in  the  midst  of  the  enemy's  line  alongside  his 
chief.  The  unfortunate  Artesien  became  entangled 
in  a  transport  arid  drifted  out  to  sea.  The  Sphinx 
and  the  Vengeur  never  reached  the  scene  of  action. 
Two  French  ships  thus  found  themselves  alone 
and  unsupported  in  the  face  of  five  British  ships 
of  the  line,  three  frigates,  a  large  number  of  trans- 
ports, and  the  forts  of  the  town. 

Port  Praya  belonged  to  Portugal  and  was  a 
neutral  harbor.  This  had  not  deterred  Suffren 
from  acting  on  the  offensive,  for  he  remembered 
Lagos  and  was  determined  to  repay  the  British 
for  their  own  disregard  of  neutral  rights.  But,  as 
an  answer  to  his  indifference  or  his  audacity,  the 
guns  of  the  Portuguese  batteries  were  turned  upon 
him.  Surrounded  on  all  sides  by  the  enemy,  ex- 
posed to  the  fire  of  batteries  ashore  and  afloat,  the 
two  devoted  French  ships  were  riddled  with  shot. 
Dismasted,  with  shrouds  shot  away,  and  rigging 
in  hopeless  disorder,  they  still  kept  their  stand. 
After  an  heroic  struggle  Suffren  saw  the  futility 
of  continuing  the  fight  without  the  support  of  his 
other  ships,  and,  cutting  his  cables,  he  drifted  out 
to  sea  with  his  consort. 

Commodore  Johnstone,  after  a  few  hours,  fol- 
lowed the  retreating  ships  out  of  the  bay.  Suf- 
fren promptly  formed  in  line  of  battle  and  waited 
for  the  enemy.  But  from  timidity  or  indecision 


180  VICE-ADMIRAL  DE  SUFFREN 

Johnstone  hauled  to  the  wind,  and  toward  evening 
retreated  to  the  bay.  Suffren,  with  his  damaged 
ships,  hoisted  sail  for  the  Cape  of  Good  Hope,  the 
Annibal,  entirely  dismasted  and  as  "bare  as  a  hulk," 
being  taken  in  tow  by  the  Sphinx. 

On  the  18th  of  June  the  French  squadron  doubled 
the  Cape,  and  three  days  later  cast  anchor  in  Simon's 
Bay.  Johnstone  followed  in  their  wake  a  month 
afterward,  too  late  to  attempt  anything  against 
the  colony  at  the  Cape.  Warned  by  Suffren  of 
their  danger,  the  colonists  had  thrown  up  defences 
and  strengthened  the  fortifications  of  the  town. 
Johnstone,  having  failed  in  his  mission,  returned 
to  England  in  June,  and  Suffren  spread  sail  for 
the  Isle  de  France  with  the  pennant  of  commodore 
flying  at  his  masthead.  Before  leaving  France 
Suffren  had  received  the  order  to  assume  acting 
rank  as  commodore  after  passing  the  Cape  of  Good 
Hope.  When  the  news  of  his  courageous  action 
at  Port  Praya  reached  Paris,  the  minister  of  ma- 
rine sent  him  his  commission  as  commodore ;  but 
he  failed  to  receive  it  until  February,  1783,  almost 
two  years  later,  in  the  roadstead  of  Trincomalee. 

Since  the  beginning  of  the  war  with  Great  Britain 
French  naval  interests  in  the  Indian  Ocean  had 
been  left  in  lifeless  and  incompetent  hands.  There 
had  been  neither  energy  nor  understanding  in  the 
conduct  of  the  campaign.  During  Captain  Tron- 
jolly's  command  France  had  lost  Pondicherry,  the 
last  of  her  possessions  on  the  Indian  coast.  His 


ON  THE  INDIAN  OCEAN  181 

successor,  Count  d'Orves,  had  accomplished  noth- 
ing beyond  a  fruitless  demonstration  off  Coro- 
mandel.  A  more  audacious  commander  might 
have  dealt  a  severe  blow  to  Britain's  power  in 
Hindustan,  for  a  grave  peril  was  at  that  time 
threatening  her  from  within. 

Hyder-Aly,  the  most  powerful  of  the  native 
chiefs  and  the  implacable  enemy  of  Great  Britain, 
had  led  a  successful  rising  in  Bengal  and  along  the 
coast  of  Malabar  and  Coromandel.  Many  of  the 
principal  towns  in  southern  India  had  fallen  before 
his  victorious  army.  Crafty,  warlike,  and  skilful, 
a  keen  politician  as  well  as  an  energetic  soldier, 
the  nabob  of  Maissour  planned  nothing  less  than 
to  chase  the  British  from  the  whole  of  the  Indian 
peninsula.  The  support  of  the  French  seemed  to 
him  the  best  furtherance  of  his  project,  and  he  was 
eager  to  secure  their  cooperation  in  a  land  attack 
on  Pondicherry.  But  Commodore  d'Orves  urged 
the  necessity  of  his  immediate  return  to  the  Isle  de 
France,  and  on  the  31st  of  March,  1781,  he  again 
cast  anchor  in  the  roadstead  of  Port  Louis.  Seven 
months  later  Suffren  stood  into  the  harbor  with  his 
division,  and  a  large  supply  of  arms  and  provisions. 

The  task  of  refitting  Suffren's  damaged  squadron 
was  carried  on  with  a  vigor  and  determination 
strange  to  the  dilatory  ways  of  the  Indian  station. 
The  spirit  of  the  new  commander  made  itself  felt 
throughout  the  fleet.  By  right  of  seniority  Suffren 
held  a  position  subordinate  to  that  of  Commodore 


182  VICE-ADMIRAL  DE  SUFFREN 

d'Orves,  but  his  bold  initiative  and  force  could  not 
fail  to  influence  his  surroundings.  In  less  than 
two  months  after  his  arrival  the  entire  fleet  weighed 
anchor  and  stood  out  to  sea.  Soon  after  leaving 
Port  Louis  the  French  ships,  which  now  numbered 
eleven  ships  of  the  line  and  six  smaller  vessels, 
fell  in  with  and  captured  a  British  man-of-war. 
The  prize  was  manned  with  a  French  crew,  and 
took  its  place  in  the  fleet,  thus  bringing  the  num- 
ber of  ships  of  the  line  up  to  twelve. 

Soon  after  this  the  command  of  the  fleet  fell  to 
Suffren.  For  some  time  his  chief  had  been  suffer- 
ing from  ill  health,  and  on  the  9th  of  February,  in 
mid-sea,  he  died,  leaving  the  duties  and  responsi- 
bilities of  commander  to  his  younger  and  more 
resolute  successor.  Suffren,  who  had  at  last 
reached  the  position  in  which  he  could  act  inde- 
pendently, with  his  characteristic  energy  and  deci- 
sion headed  at  once  for  Madras. 

On  the  14th  of  February  the  lookout  frigate, 
Fine,  signalled  nine  vessels  of  the  enemy  in  the 
roadstead  of  Madras.  Sir  Edward  Hughes  lay  at 
anchor  with  his  fleet,  strongly  moored  under  the 
batteries  of  the  forts.  Contrary  winds  and  the 
powerful  position  of  the  British  ships  discouraged 
Suffren  from  making  the  sudden  attack  that  he 
had  planned.  Being  seconded  by  his  senior  officers 
in  his  decision  not  to  risk  a  battle,  he  made  signal 
to  hoist  sail  for  Pondicherry,  which  had  recently 
been  captured  by  the  natives.  There  it  was  his 


ON  THE  INDIAN  OCEAN  183 

intention  to  land  the  troops  from  the   transports 
and  enter  into  relations  with  Hyder-Aly. 

Sailing  southward  along  the  coast,  with  his  con- 
voy between  the  fleet  and  the  shore,  Suffren  kept 
on  his  course  throughout  the  night  of  the  16th  of 
February.  When  the  mists  of  the  morning  had 
cleared,  the  French  commander  saw  with  amaze- 
ment that  Sir  Edward  Hughes  had  slipped  out  of 
harbor  and  had  crept  between  the  shore  and  the 
convoy.  Already  the  British  had  seized  several 
prizes  and  spread  consternation  among  the  trans- 
ports. Hastening  to  the  rescue  of  his  convoy,  Suf- 
fren formed  in  line  of  battle  and  opened  fire  on  the 
rear  of  the  British.  His  dispositions  were  skil- 
fully made.  He  began  the  attack  on  the  last  Brit- 
ish vessel  and  carried  it  as  far  as  the  sixth,  thus 
leaving  three  British  vessels  useless,  and  making 
it  a  contest  of  twelve  against  six.  He  had  every 
right  to  expect  a  brilliant  issue. 

Had  all  the  captains  of  Suffren's  fleet  fought 
with  the  same  determination  as  their  chief,  the 
battle  would  probably  have  ended  in  a  decisive 
victory.  But  five  out  of  the  twelve  senior  officers 
—  whether  from  irresolution  or  misunderstanding 
or  from  direct  insubordination  —  failed  to  act  with 
promptness  and  vigor.  The  signals  from  the  flag- 
ship were  disregarded,  the  order  to  take  up  positions 
within  close  range  was  not  followed,  and  four  of 
the  ships  kept  at  so  great  a  distance  from  the  centre 
of  action  that  their  futile  shots  never  reached 


184  VICE-ADMIRAL   DE   SUFFREN 

the  enemy.  The  battle  opened  so  late  in  the  after- 
noon that  Suffren  could  not  correct  the  mistakes 
in  the  manoauvres,  and  unsupported  by  a  part  of 
his  fleet  it  was  impossible  for  him  to  carry  out 
his  well-devised  tactics. 

It  was  four  o'clock  when  the  HSros,  Suffren's 
flag-ship,  led  the  attack,  and  for  two  hours  and  a 
half  she  poured  a  storm  of  shot  into  the  enemy's 
vessels.  Ably  seconded  by  the  Flamand  and  the 
Brillant,  she  succeeded  in  doing  severe  damage 
to  the  British  squadron.  The  Exeter  was  a  mass 
of  wreckage,  "  like  a  shipwrecked  vessel,"  as 
Admiral  Hughes  expressed  it ;  the  Superb  was 
badly  treated  and  had  five  feet  of  water  in  her 
hold.  At  half-past  six  o'clock,  seeing  that  his 
orders  were  not  carried  out,  and  the  variable  winds 
of  the  Bay  of  Bengal  having  again  turned  against 
him,  Suffren  retired  to  long  range,  and  kept  up 
a  distant  cannonading  until  darkness  covered  the 
scene. 

That  Suffren  was  discontented,  and  justly  so, 
with  his  laggard  captains  is  not  surprising,  since 
they  lost  him  a  victory.  For  a  moment  he  had 
the  thought  of  sending  them  back  to  France, 
but  among  the  subalterns  there  would  be  no 
better  men  to  fill  the  vacant  places,  and  he  was 
forced  by  circumstances  to  retain  them.  With 
De  Tromelin,  the  senior  captain,  he  was  especially 
annoyed,  for  it  was  his  duty  to  see  that  the  orders 
from  the  flag-ship  were  executed. 


ON   THE   INDIAN   OCEAN  185 

"  Being  at  the  head  of  the  line,"  writes  Suffren, 
"  I  could  not  see  what  was  happening  behind.  I 
had  instructed  M.  de  Tromelin  to  make  signals 
to  the  ships  near  him ;  but  all  he  did  was  to  repeat 
my  signals  without  seeing  that  they  were  carried 
out."  This  lack  of  concerted  action  in  the  fleet, 
the  sullen  opposition  of  a  number  of  his  senior 
officers,  the  cowardice  of  others,  and  the  stupidity 
of  most  were  some  of  the  serious  obstacles  against 
which  Suffren  was  to  struggle  throughout  the 
whole  of  this  campaign. 


CHAPTER  XVI 

STRUGGLING  AGAINST  ODDS 

WHEN  Suffren  drew  his  ships  out  of  the  fire  on 
the  evening  of  the  17th  of  February,  it  was  with 
the  intention  of  re-forming  his  line  and  renew- 
ing the  fight  on  the  following  morning.  But  when 
light  dawned  the  British  had  disappeared.  Their 
ships  had  suffered  too  severely  to  attempt  a  second 
engagement,  and  Sir  Edward  Hughes  had  made 
sail  for  Trincomalee.  The  French,  on  their  side, 
were  in  no  condition  to  pursue  the  enemy.  Suffren 
chose  rather  to  continue  his  course  to  Pondicherry. 
Two  days  later  he  cast  anchor  in  the  harbor. 

It  was  important,  at  this  juncture,  to  sound  the 
feelings  of  Hyder-Aly,  and,  if  possible,  to  win  his 
close  alliance.  Without  this  alliance  no  serious 
action  could  be  undertaken  in  the  Bengal  waters. 
The  indifference  and  inability  of  former  French 
commanders  on  the  Oriental  station  had  alienated 
the  bellicose  Indian  chief.  He  had  begun  the 
campaign  with  ardor  and  with  a  sincere  desire 
to  aid  the  French.  But  the  vacillation  of  his 
allies  combined  with  British  diplomacy  had  per- 
suaded him  into  a  purely  defensive  attitude.  The 

186 


STRUGGLING  AGAINST  ODDS  187 

British  general  was  already  winning  victories  over 
the  native  armies.  Advantageous  offers  of  peace 
were  being  offered  the  Sultan  by  the  East  India 
Company,  and  Hyder-Aly  was  on  the  point  of 
accepting  them.  He  had  lost  faith  in  the  French, 
and  had  given  up  all  thought  of  uniting  their 
interests  to  his  own.  It  was  a  critical  moment 
in  Indian  affairs.  Suffren  was  determined  to  win 
back  the  support  of  Hyder-Aly,  and  through  him 
that  of  the  weaker  Indian  princes. 

The  fleet  was  moored  at  Porto-Novo,  and  a 
deputation  was  sent  to  the  nabob  to  propose  the 
terms  of  an  agreement.  Suffren's  resolute  attitude 
strengthened  the  waning  friendship  of  Hyder-Aly, 
and  the  result  of  the  conference  was  satisfac- 
tory. The  French  promised  to  land  troops  to  re- 
enforce  the  Indian  army,  and  in  return  the  native 
chief  agreed  to  consider  this  foreign  army  corps 
as  a  separate  and  independent  body,  to  be  main- 
tained at  his  expense.  He  also  consented  to  supply 
the  French  fleet  with  provisions  whenever  it  was 
anchored  off  the  coast  within  reach  of  his  camp, 
and  to  furnish  Suffren  with  money  to  carry  on  the 
campaign. 

The  French  commander  had  shown  himself  a 
diplomat  as  well  as  a  naval  strategist.  He  had 
secured  for  himself  the  means  of  revictualling  his 
fleet  on  a  coast  where  the  French  possessed  neither 
ports  nor  storehouses,  and  of  wintering  within  reach 
of  the  enemy,  instead  of  being  forced  by  lack  of 


188  VICE-ADMIRAL  DE   SUFFREN 

provisions  to  return  to  the  Isle  de  France.  He 
could  now  turn  his  energies  to  repairing  his 
damaged  ships  and  seeking  the  British  fleet,  for 
he  was  firmly  resolved  not  to  leave  the  coast  until 
he  had  again  measured  himself  with  his  rival. 
Writing  to  the  minister  of  marine,  he  says:  — 

"I  am  firmly  resolved  not  to  leave  the  coast. 
Unless  it  is  absolutely  impossible  for  the  squadron 
to  remain,  either  from  unfitness  or  lack  of  provi- 
sions, we  shall  not  abandon  the  coast.  I  have 
promised  the  nabob  this,  and  shall  keep  my  word." 

He  adds  an  appeal  for  more  men,  sailors  for  him- 
self, and  soldiers  for  Hyder-Aly.  "The  fleet  is 
short  of  almost  six  hundred  men.  I  bought  thirty 
Kaffirs  at  Tranquebar,  and  am  trying  to  engage 
Lascars,  but  these  are  only  makeshifts." 

Meanwhile  the  troops  were  landed  and  the  worst 
damages  to  the  ships  repaired.  On  the  23d  of 
March  signal  was  made  to  weigh,  and  the  fleet 
stood  out  to  sea  in  search  of  the  British.  Head 
winds  and  changeable  weather  made  a  rapid  sail 
to  the  south  impossible,  and  not  until  the  8th  of 
April  was  the  island  of  Ceylon  sighted.  On  the 
following  morning  the  lookout  frigates  signalled 
eleven  of  the  enemy's  ships  headed  for  Trincomalee. 

Sir  Edward  Hughes  was  not  eager  to  engage. 
He  wished  first  to  land  a  large  number  of  troops, 
and  tried  to  evade  the  French.  For  two  days 
Suffren  strove  to  gain  the  wind,  and  Sir  Edward 
to  reach  Trincomalee.  But  on  the  morning  of  the 


STRUGGLING  AGAINST   ODDS  189 

12th  the  French  fast-sailers  opened  a  distant 
cannonading  on  the  rear  of  the  British  fleet. 
Admiral  Hughes,  now  forced  to  fight,  formed  his 
line  of  battle  and  waited  for  the  attack.  His  fleet 
had  been  increased  by  the  arrival  of  the  Sultan 
and  the  Magnanime,  thus  bringing  his  ships  to  a 
number  almost  equal  to  that  of  the  French. 

At  one  o'clock  the  battle  opened.  Suffren's  flag- 
ship advanced  with  silent  guns ;  the  enemy's  broad- 
sides were  unanswered  as  they  swept  her  deck. 
As  she  came  within  close  range  of  the  Superb,  the 
British  admiral's  ship,  the  signal  to  open  fire  was 
run  up  to  her  masthead.  The  action  became 
furious  in  the  centre.  Moving  up  the  line  the 
fferos  turned  her  heavy  fire  into  the  Monmouth, 
and  brought  down  her  main  and  mizzen  masts. 
Suffren's  ship  had  suffered  severely,  and  he 
signalled  to  his  consort  ships,  the  Orient  and  the 
Brillant,  to  second  him  in  the  fight.  The  heat  of 
the  battle  had  fallen  to  the  centre,  around  the  two 
flag-ships  and  their  consorts.  Suffren's  instructions 
had  been  imperfectly  followed,  and  both  the  van- 
guard and  the  rear  kept  at  long  range.  The  French 
line  of  battle  thus  formed  a  convex  curve. 

Toward  four  o'clock  the  battle  lines  fell  into 
disorder,  and  signals  for  evolutions  were  made  on 
both  sides.  The  wind,  which  had  been  blowing 
from  the  northwest,  passed  into  the  north,  and 
both  fleets  were  carried  inland  into  shoal  water. 
The  next  hour  was  spent  in  manoeuvring,  the 


190  VICE-ADMIRAL  DE  SUFFREN 

firing  slackened,  and  a  sudden  calm  followed  by  a 
squall  separated  the  opposing  lines. 

At  eight  o'clock  Suffren,  who  had  changed  his 
flag  from  the  damaged  Heros  to  the  Ajax,  signalled 
for  the  ships  to  anchor  wherever  they  could.  The 
shoal  water  and  the  darkness  made  manoeuvring 
dangerous,  and  Suffren  feared  for  the  safety  of  his 
vessels.  The  two  fleets  anchored  so  close  together 
that  voices  from  the  nearest  British  ship  could  be 
distinctly  heard  on  the  deck  of  the  HSros.  The 
H4ros  was,  in  fact,  surrounded  by  the  enemy's 
fleet  and  found  it  difficult  to  distinguish  between 
the  signal  guns  of  friend  and  foe.  The  rain 
was  falling  heavily,  and  the  black  sky  covered 
the  entire  scene  with  a  pall  of  darkness.  Many 
accidents  happened.  The  Fine,  which  had  been 
sent  to  bring  the  disabled  Heros  among  her  con- 
sorts, ran  foul  of  the  British  Isis,  and  M.  de  Goy, 
in  attempting  to  reach  Suffren's  ship,  hailed  instead 
the  British  flag-ship  and  was  made  a  prisoner. 

When  morning  dawned,  the  two  fleets  were 
lying  at  a  distance  of  two  miles  from  each  other, 
each  side  busy  in  repairing  damages.  After  five 
days  the  French  had  finished  the  most  urgent 
work,  and  were  ready  to  hoist  sail.  On  the  18th 
they  weighed,  but  for  two  days  Suffren  still  kept 
within  sight  of  the  enemy,  hoping  that  Sir  Edward 
would  accept  battle.  But  the  British  admiral 
remained  at  his  anchorage,  where  Suffren  thought 
it  unadvisable  to  follow  him. 


STRUGGLING  AGAINST  ODDS  191 

The  treacherous  coral  reefs,  and  his  lack  of  men, 
ammunition,  and  all  means  of  repairing  damages, 
were  to  Suffren  sufficient  reasons  for  not  attempt- 
ing an  attack.  Besides,  he  says,  "in  such  enter- 
prises the  result  is  either  total  gain  or  complete 
loss  ; "  no  drawn  issue,  only  success  or  failure,  and, 
as  he  adds  somewhat  bitterly,  "  the  very  hope  of 
success,  in  such  cases,  must  depend  on  ability  and 
good  will,  and  surely  I  have  already  tested  these 
too  severely  to  stake  everything  on  them  again." 
The  audacity  and  faith  in  others  as  well  as  in  him- 
self that  had  carried  him  headlong  into  Port  Praya 
had,  since  then,  been  tempered  by  the  mortifying 
discovery  that,  among  his  captains,  personal  antip- 
athy was  a  stronger  lever  than  patriotism.  Even 
poor  ships  and  poor  equipment  were  hindrances 
that  could  have  been  largely  outweighed  by  a 
spirit  of  enthusiasm  and  single  devotion.  This 
moral  handicap  was  one  against  which  there  was 
no  redress. 

But  the  unflinching  determination  of  Suffren 
could  not  be  vanquished  by  any  difficulty.  With- 
out supplies  of  any  kind,  and  without  any  definite 
prospect  of  obtaining  them,  he  led  his  fleet  to  the 
bay  of  Batacolo,  on  the  eastern  coast  of  Ceylon. 
"  Scurvy  was  making  frightful  ravages  in  the 
fleet,"  writes  an  eye-witness ;  "  the  medicines  had 
all  been  used,"  provisions  were  short,  crews  over- 
worked, materials  exhausted,  and  the  ships  unfit 
for  sea.  The  future  was  indeed  dark. 


192  VICE-ADMIRAL  DE  SUFFREN 

Thirteen  merchantmen  captured  by  the  Bellone 
brought  in  a  much-needed  relief.  With  the  money 
from  the  sale  of  these  prizes,  Suffren  bought  sup- 
plies of  all  kinds  from  the  storehouses  of  the  Dan- 
ish East  India  Company.  French  frigates  scoured 
the  seas  and  held  up  richly  laden  ships  on  their 
way  from  Europe  or  Bombay  to  Madras.  By  the 
3d  of  June  the  fleet  was  ready  to  weigh. 

Suffren  writes,  with  pardonable  pride,  to  the 
home  government:  "Since  my  arrival  in  Ceylon, 
through  the  help  of  the  Dutch  and  the  prizes  that 
I  have  captured,  the  squadron  has  been  provisioned 
for  six  months,  and  I  have  a  supply  of  corn  and 
rice  that  will  last  more  than  a  year."  Through 
his  own  resolute  efforts  this  result  had  been  accom- 
plished. Being  now  ready  for  sea,  he  moved  on 
to  Cuddalore,  which  had  lately  been  captured  by 
the  natives.  There  he  entered  into  communica- 
tion with  Hyder-Aly. 

The  Indian  chief  had  become  exasperated  with 
the  French  general,  Duchemin,  and  his  army  corps. 
In  the  recent  land  operations  the  French  contin- 
gent had  taken  no  active  part.  Hyder-Aly  felt 
that  by  want  of  this  support  he  had  missed  the 
opportunity  of  winning  brilliant  results.  It  needed 
Suffren's  emphatic  and  vigorous  assurances  to  re- 
store his  confidence  and  win  his  cooperation. 
The  French  admiral  promised  him  reinforcements 
from  France,  and  meanwhile  planned  with  him  an 
attack  on  Negapatan,  an  important  post  on  the 


STRUGGLING  AGAINST  ODDS  193 

Coromandel  coast.  The  friendship  of  the  sultan 
was  an  imperative  necessity.  "  India  is  no  longer 
the  same  country,"  writes  Suffren;  some  of  the 
provinces  "are  absolutely  devastated  by  the  war, 
and  it  would  be  impossible  to  exist  without  the 
aid  of  Hyder-Aly.  With  his  thousands  of  camels, 
he  has  provisions  brought  from  the  interior." 

On  the  3d  of  July  the  French  fleet  for  the 
third  time  put  to  sea  from  the  harbor  of  Cuddalore 
in  search  of  their  British  opponents.  Two  days 
later  the  frigates  signalled  the  enemy  anchored 
between  Naour  and  Negapatan.  In  this  search 
for  the  British,  Suffren  lamented,  as  Nelson  was 
to  lament  after  him,  the  want  of  frigates.  The 
French  admiral  writes :  "  If  I  had  had  frigates 
since  I  have  been  on  the  coast,  we  should  have 
inflicted  severe  injury  on  the  British.  I  have 
only  two,  and  they  have  been  used  to  their 
utmost." 

On  the  morning  of  the  6th  of  July  the  two 
fleets  had  formed  in  line  of  battle,  and  at  half-past 
ten  the  British  bore  down  under  full  sail.  When 
they  came  within  range,  Suffren  gave  the  order 
to  open  fire.  The  number  of  ships  engaged  was 
equal  on  each  side  ;  the  French  Ajax  having 
been  dismasted  in  a  squall  before  the  engagement. 
The  battle  opened  with  animation,  and  a  brisk  fire 
was  kept  up  along  almost  the  whole  line.  But  the 
thick  of  the  fight  was  around  the  vanguard  and 
the  centre ;  there  the  firing  was  destructive,  and  in 


194  VICE-ADMIRAL  DE   SUFFREN 

less  than  two  hours  many  of  the  vessels  had  suf- 
fered severely.  The  leading  British  ship  was  dis- 
abled, and  forced  to  retire  from  the  action.  The 
French  Brillant  lost  her  mainmast,  and  was  cov- 
ered by  the  flag-ship. 

Suddenly,  at  one  o'clock,  when  the  battle  was 
at  its  height,  the  wind  veered  to  the  southeast,  and 
threw  both  lines  into  confusion.  Rapid  evolutions 
followed  this  change,  and  a  scattered  fire  was  kept 
up  between  the  opponents  that  had  been  thrown 
together  in  the  shift  of  wind.  By  three  o'clock 
all  firing  had  ceased,  and  Suffren  re-formed  his  line 
to  engage  anew.  But  the  British  fleet  was  run- 
ning to  the  west,  one  of  her  ships  was  flying  a  sig- 
nal of  distress,  two  others  were  unfit  for  action, 
and  all  were  manoeuvred  with  difficulty.  Admiral 
Hughes  decided  not  to  renew  the  fight,  and  made 
sail  for  Negapatan.  On  the  following  day  Suffren 
returned  to  Cuddalore. 

During  the  disorder  of  the  evolutions  a  strange 
incident  had  happened  on  one  of  the  French  ships. 
Finding  himself  close  to  a  British  vessel  and 
under  heavy  fire,  the  captain  of  the  Severe  was 
seized  with  fright  and  completely  lost  his  head. 
He  gave  the  order  to  strike  the  flag.  Some  of  the 
crew  hauled  down  the  colors,  but  two  of  the 
wounded  officers  of  the  Severe  rushed  up  on  deck 
and  insisted  that  the  flag  should  be  run  up  again, 
and  the  firing  recommenced. 

Suffren  had  heard  nothing  of  this.     He  had  sup- 


STRUGGLING  AGAINST  ODDS  195 

posed  the  halliards  to  have  been  shot  away,  and 
the  disappearance  of  the  flag  a  pure  accident  of 
war.  Not  until  later  did  he  hear  the  truth,  and 
then  his  indignation  and  anger  at  last  found  vent 
in  action.  The  captain  of  the  Severe  was  at  once 
deprived  of  his  position,  and  sent  as  a  common 
passenger  to  France.  Two  other  officers  who  had 
flagrantly  failed  in  their  duty  were  also  dismissed. 
Neither  family,  influence,  nor  relationship  now 
held  his  hand  from  the  just  punishment  of  mis- 
deeds, and  the  displeasure  that  had  so  long  been 
held  in  check  was  finally  felt  throughout  the 
fleet.  For  a  moment  the  growing  insubordination 
was  quelled. 

Although,  at  this  time,  Suffren  was  in  reality  a 
commodore,  his  commission  had  not  yet  reached 
him,  and  he  felt  that  in  his  severe  handling  of 
his  officers  he  had  overreached  the  limits  of  his 
authority.  It  had  been,  in  fact,  this  professional 
reticence  that  had  kept  him  so  long  from  admin- 
istering justice ;  and  it  was,  probably,  the  false 
position  in  which  he  was  placed  that  had  alienated 
the  good  will  and  ready  obedience  of  his  officers. 
He  was  in  their  eyes  merely  a  captain  with  act- 
ing rank  as  commodore ;  they  were  his  equals  in 
actual  rank,  and  in  many  cases  his  seniors  in  age. 
They  viewed  him  with  jealousy  and  distrust,  and 
his  inflexible  character  only  added  fuel  to  their 
discontent. 

In  the  face  of  difficulties  that  to  any  other  man 


196  VICE-ADMIRAL  DE  SUFFREN 

would  have  seemed  insuperable,  Suffren  went  to 
work  to  refit  the  fleet.  Cuddalore  had  an  open 
road,  and  heavy  seas  swept  over  it  when  the  wind 
was  high.  There  were  no  resources  in  the  harbor 
for  repairing  the  damaged  ships.  Yet  the  work 
was  pushed  night  and  day.  Suffren's  ingenuity 
and  energy  triumphed  over  all  obstacles.  He 
ordered  the  frigates  to  be  dismasted  in  order  to 
repair  the  ships  of  the  line,  and  the  masts  of  the 
sloops  to  be  transferred  to  the  frigates. 

While  the  fleet  was  lying  in  the  roadstead  of 
Cuddalore,  and  the  damages  were  being  repaired 
with  all  possible  haste,  Suffren  arranged  for  an 
interview  with  Hyder-Aly.  The  Indian  sultan 
had,  some  time  previously,  expressed  a  wish  to  see 
the  French  leader  who  had  so  gallantly  held  his 
stand  against  the  British.  Wishing  to  give  Suffren 
an  unprecedented  mark  of  his  esteem,  he  moved 
his  entire  army  of  a  hundred  thousand  men  to 
within  a  few  miles  of  the  French  anchorage 
ground.  A  large  body  of  native  cavalry  was  sent 
to  escort  Suffren  from  Cuddalore  to  the  camp  of 
Hyder-Aly,  and  on  his  arrival  the  entire  army 
presented  arms. 

It  required  all  the  blunt  energy  and  the  honest 
purpose  of  the  French  commander  to  encourage 
the  Indian  chief  in  his  warlike  attitude.  Suffren 
pitted  honesty  against  cunning,  and  in  return 
gained  the  confidence  of  the  sultan  and  a  com- 
plete ascendency  over  him.  But  the  outlook  was 


STRUGGLING  AGAINST  ODDS  197 

discouraging.  The  other  native  princes  from  being 
the  friends  of  Hyder-Aly  had  become  his  enemies. 
His  own  empire  was  threatened  with  invasion. 
The  army  of  the  sultan  stood  alone  against  the 
united  forces  of  the  whole  of  India  and  Great 
Britain.  The  nabob  felt  that  he  must  either  treat 
for  peace  or  retire  to  his  own  provinces.  Suffren 
dissuaded  him  from  both  of  these  alternatives.  He 
promised  him  a  large  reenforcement  that  had  al- 
ready arrived  at  the  Isle  de  France,  and  urged 
him  to  send  his  son,  Tippoo-Sahib,  to  protect  his 
own  coasts.  Hyder-Aly  finally  yielded  to  Suffren's 
stronger  will. 

This  difficult  mission  accomplished,  Suffren 
hastened  the  departure  of  the  fleet.  The  situa- 
tion demanded  immediate  action.  On  the  1st  of 
August  the  order  was  given  to  weigh,  and  the 
French  commodore  headed  for  Batacalo,  there  to 
await  the  reinforcements  from  the  Isle  de  France. 
Three  weeks  later  seven  transports  and  three 
ships  arrived,  laden  with  provisions,  ammunition, 
and  men.  Letters  from  Europe  also  came  by  the 
LSzard.  The  minister  of  marine  commended 
Suffren's  conduct  at  Port  Praya,  and  the  Grand- 
master of  Malta  announced  to  him  his  promotion 
to  the  rank  of  bailiff,  and  enclosed  the  Grand 
Cross  of  the  Order.  It  is  by  this  title  of  Bailiff 
of  the  Order  of  St.  John  that  Suffren  has  since 
been  known  throughout  France. 


CHAPTER  XVII 

FROM  TRINCOMALEE  TO  CUDDALORE 

WITH  swift  decision  and  dash,  Suffren  weighed 
anchor  two  days  after  the  arrival  of  the  reenforce- 
ments  and  headed  for  Trincomalee.  News  came 
to  him  that  the  British  fleet  had  not  yet  left 
Madras  where  it  was  refitting.  This  was  his 
chance  for  a  decisive  blow. 

Reaching  the  mouth  of  the  bay  on  the  25th  of 
August,  Suffren  sailed  into  the  outer  harbor,  beat 
to  windward  under  a  brisk  southwest  breeze, 
gained  the  inner  harbor,  and  dropped  anchor  out 
of  range  of  the  fort  batteries.  During  the  night 
twenty-three  hundred  men  were  landed,  together 
with  siege  artillery,  ammunition,  and  three  days' 
provisions. 

The  success  of  the  enterprise  depended  upon 
promptness  and  vigor.  Suffren  acted  with  con- 
summate generalship.  Taken  by  surprise,  the 
British  garrison  offered  no  resistance  to  the  land- 
ing, but  retired  to  the  forts.  On  the  27th  Suffren 
went  ashore  and  directed  the  erection  of  mortar 
and  gun  batteries,  and  intrenchments.  Encourag- 
ing and  urging  forward  the  men,  the  French  com- 

198 


FROM  TRINCOMALEE   TO  CUDDALORE      199 

mander  passed  from  work  to  work,  and  inspired 
his  followers  with  his  energy.  Kaffirs  and  Sepoys 
labored  shoulder  to  shoulder  with  marines  and 
troops.  Disliked  by  his  officers,  Suffren  was 
adored  by  the  common  sailors  and  soldiers  under 
his  command.  For  him  they  worked  with  zeal 
and  ardor.  Rigorous  and  severe  on  any  point 
of  duty,  he  was  their  friend  and  benefactor,  and 
they  said  of  him,  "  Good  like  M.  le  bailli  de 
Suffren." 

The  batteries  were  finished  on  the  29th  and 
armed  with  six  guns  taken  from  the  ships,  and 
three  mortars.  Fire  was  opened  early  in  the 
morning.  Well  directed  and  accurate,  the  heavy 
metal  did  rapid  damage.  All  through  the  day 
shot  and  shell  fell  on  the  defences  of  the  two  Forts 
of  Trincomalee  and  Ostienbourg.  On  the  morning 
of  the  30th,  although  the  breach  was  not  large, 
Suffren  summoned  the  chief  fort  to  surrender. 
Captain  Hay  Macdowal  claimed  the  honors  of  war 
and  a  free  passage  to  Madras.  Suffren  did  not 
want  prisoners,  he  wanted  the  fort,  and  he  was  in 
haste  to  get  possession  before  the  arrival  of  Sir 
Edward  Hughes.  Accepting  all  the  conditions  of 
the  governor,  he  ran  up  the  white  flag  on  Fort 
Trincomalee ;  on  the  following  day  Fort  Ostien- 
bourg capitulated  on  the  same  terms. 

In  the  space  of  five  days  Suffren  had  captured 
the  only  port  on  the  east  coast  of  Ceylon,  a  position 
of  importance  as  an  anchorage  for  the  fleet.  He 


200  VICE-ADMIRAL  DE   SUFFREN 

lost  no  time  in  placing  a  garrison  in  the  forts, 
organizing  his  new  conquest,  and  reembarking  his 
men  and  material. 

His  previsions  were  soon  realized.  Two  days 
after  the  fall  of  Trincomalee  the  French  lookouts 
signalled  the  enemy's  fleet.  Suffren  was  ashore  at 
the  time.  Hurriedly  regaining  his  ship,  he  gave 
the  order  to  weigh  and  prepare  for  battle.  It  was 
dusk  when  the  enemy  was  sighted.  Sir  Edward 
Hughes  was  evidently  still  ignorant  of  the  capture 
of  Trincomalee  and  had  not  as  yet  discovered  the 
French  fleet  which  was  moored  close  under  the 
forts.  Dropping  anchor  to  the  north  of  the  bay, 
Sir  Edward  waited  until  morning  before  entering 
the  harbor.  He  had  come  to  protect  the  port,  but 
he  had  come  too  late. 

Early  the  following  morning  the  British  fleet 
confidently  approached  the  entrance.  At  sight  of 
the  white  standard  of  France  floating  over  the 
forts,  and  Suffren's  flag  on  the  Heros,  Sir  Edward's 
surprise  and  dismay  were  complete.  He  fell  back 
in  consternation  ;  the  fleet  bore  up  and  stood  out  to 
sea. 

Suffren  was  eager  to  follow  up  his  conquest  by 
a  decisive  victory  over  the  British  fleet.  He 
fretted  to  measure  himself  again  with  his  rival.  In 
quick  succession  he  made  the  signals  to  "  Hoist  all 
sail,"  "  Clear  the  decks,"  and  "  Prepare  for  action." 
But  Suffren's  impetuosity  was  not  shared  by  his 
captains.  They  were  tired  of  fighting.  Going  on 


FROM  TRINCOMALEE  TO  CUDDALORE      201 

board  the  flag-ship,  they  urged  their  commander  to 
desist  from  a  new  battle.  It  was  more  prudent, 
they  argued,  to  remain  in  harbor.  Trincomalee 
gave  the  fleet  a  safe  and  comfortable  wintering 
ground.  Sir  Edward  was  evidently  keeping  out  to 
sea  so  as  to  separate  the  French  fleet  from  the  port 
and  make  it  difficult  for  them  to  find  refuge  there 
again. 

"  Gentlemen,"  answered  Suffren,  "  if  the  enemy 
were  superior  in  numbers,  I  should  retire ;  an 
equal  force,  I  should  hesitate  to  engage;  but 
against  inferior  numbers,  there  is  no  choice,  we 
must  fight ;  make  signal  to  weigh." 

The  fleet  got  under  way,  and  the  orders  followed 
each  other  promptly  to  "  Form  in  line  "  and  to 
come  to  "  Close  quarters."  It  is  one  thing  to  give 
the  orders  and  another  to  have  them  obeyed.  The 
open  insubordination  and  ill  will  of  some  of  his 
officers  and  the  hopeless  stupidity  of  others  ruined 
his  plans.  Signals  were  either  misunderstood  or 
not  followed,  the  fast-sailing  ships  outstripped 
their  laggard  consorts,  the  line  of  battle  was  never 
formed.  Fire  broke  out  on  the  Vengeur  and 
alarmed  the  other  vessels.  Disorder  took  posses- 
sion of  the  fleet. 

Some  of  the  ships  engaged  within  pistol  shot. 
Most  of  them  never  reached  their  positions.  Hav- 
ing made  fruitless  attempts  to  restore  order,  Suffren 
kept  on  his  course  and  covered  twenty-five  miles  in 
two  hours  and  a  half.  The  British  fleet  still  stood 


202  VICE-ADMIRAL  DE  SUFFREN 

out  to  sea.  As  Suffren  expressed  it  in  his  report, 
"  Admiral  Hughes  evaded  without  fleeing,  or  rather 
he  fled  in  good  order."  Not  until  two  o'clock 
could  Suffren  reach  him.  A  broadside  from  the 
HSros,  fired  by  mistake  sooner  than  was  intended, 
opened  the  battle. 

Three  ships,  alone  and  unsupported,  suffered  the 
brunt  of  the  struggle  —  the  HSros,  the  Illustre,  and 
the  Ajax.  The  other  vessels  had  manoeuvred  badly. 
The  whole  of  the  vanguard  and  two  of  the  centre 
were  too  far  in  advance  of  the  British  line,  and 
were  useless.  Three  vessels  of  the  rear  were  al- 
most out  of  range.  Signal  followed  signal  on  the 
masthead  of  the  flag-ship,  but  all  to  no  avail.  The 
scattered  line  could  not  be  rallied.  Ten  vessels 
took  no  part  in  the  battle. 

Then  Suffren  plunged  into  the  fight  with  bitter 
desperation.  Abandoned  by  the  greater  part  of 
his  fleet,  in  close  and  mortal  conflict  with  his  rival, 
he  paced  the  deck  with  fierce  exasperation.  His 
sails  were  in  shreds,  his  rigging  cut,  he  was  envel- 
oped in  a  cloud  of  smoke.  Soon  the  mainmast 
fell ;  then  the  mizzentopmast  crashed  into  the  sea. 
His  flag  was  shot  away,  and  a  cry  of  exultation 
rose  from  the  enemy.  It  is  said  that  he  called 
out,  "Bring  flags,  bring  the  white  colors,  and 
cover  the  ship  with  them." 

Suffren  was  heart-broken.  For  three  hours  this 
uneven,  cruel  contest  was  kept  up,  and  still  the 
three  devoted  ships,  groaning  under  the  heavy 


FROM  TRINCOMALEE  TO  CUDDALORE      203 

broadsides  of  the  enemy's  centre,  raked  fore  and 
aft  by  the  vanguard  and  the  rear,  answered  with 
gallant  courage  and  vigor. 

A  light  southwest  breeze  sprang  up  at  about 
half-past  five,  and  the  British  tacked  about.  "  If 
the  enemy  had  veered  head  to  wind,"  writes  the 
flag  captain,  "  we  should  have  been  cut  off  and 
probably  destroyed." 

When  night  closed  in,  the  firing  ceased,  and 
Suffren  beat  back  upon  Trincomalee.  He  had 
changed  his  flag  from  the  Heros,  which  was  towed 
into  port,  together  with  the  lllustre.  The  British 
did  not  follow,  but  headed  for  Madras. 

Suffren  was  inconsolable  over  his  lack  of  suc- 
cess. It  is  true  that  misfortune  as  well  as  disaf- 
fection contributed  to  the  failure.  The  complete 
calm  that  followed  the  first  stiff  breeze  left  the 
ships  helpless  and  immovable  in  their  badly  taken 
positions.  Even  had  the  captains  wanted  to  rectify 
their  mistakes,  the  complete  absence  of  wind  would 
have  made  it  impossible.  Want  of  zeal  and  hearty 
cooperation  was,  however,  the  chief  cause  of  the 
unsuccess,  and  Suffren  was  only  too  glad  when  four 
of  the  officers,  among  them  the  senior  captain  of  the 
fleet  and  the  leader  of  the  hidden  mutiny  against 
the  commander-in-chief,  asked  leave  to  retire  to 
the  Isle  de  France,  under  the  excuse  of  ill  health 
and  business. 

The  work  of  repairing  the  damaged  ships  was 
again  actively  pushed  forward.  The  same  inge- 


204  VICE-ADMIRAL  DE  SUFFREN 

nuity  as  before  was  shown  in  the  devices  for  re- 
masting  the  vessels.  Masts  were  changed  from 
frigates  to  ships  of  the  line,  and  the  unfortunate 
Orient,  which  had  been  run  aground  through  the 
ignorance  of  her  officer,  was  used  as  material  for 
repairs. 

Early  in  October  the  fleet  left  Trincomalee  and 
moved  on  to  Cuddalore.  In  entering  the  harbor 
the  new  and  inexperienced  captain  of  the  Bizarre 
ran  her  ashore,  and  every  effort  to  haul  her  off  was 
unsuccessful.  Two  ships  had  thus  been  lost  by  the 
carelessness  of  their  officers.  This  was  a  fresh 
trial  for  Suffren ;  and  while  the  French  fleet  had 
been  losing  vessels,  the  British  had  been  reen- 
forced  by  a  squadron  of  five  ships  under  Sir 
Richard  Bickerton,  who  arrived  at  Madras  in 
December. 

During  the  season  of  the  winter  monsoons  the 
two  fleets  were  obliged  to  seek  shelter  in  safer 
harborage  than  on  the  east  coast  of  India.  Sir 
Edward  Hughes  sailed  for  Bombay  and  prepared 
to  winter  in  that  port.  Suffren,  it  had  been  sup- 
posed, would  be  forced  to  make  sail  for  the  Isle  de 
France,  and  the  British  were  not  displeased  at  the 
thought  that  on  the  return  of  the  fine  season  they 
would  be  the  first  on  the  scene  of  action.  But 
Suffren's  plans  could  never  be  counted  on.  He 
decided,  instead,  to  find  winter  quarters  in  the 
ample  and  well-protected  roadstead  of  Achem  on 
the  island  of  Sumatra.  Leaving  Cuddalore  on 


FROM  TRINCOMALEE  TO  CUDDALORE      205 

the  15th  of  October,  the  French  fleet  cast  anchor, 
two  weeks  later,  off  Achem. 

Suffren's  stay  in  port  was  not  long  —  less  than 
two  months.  He  was  eager  to  be  on  the  seas  once 
more.  On  the  20th  of  December  he  again  weighed 
anchor,  turned  northward,  and  cruised  along  the 
coast.  Two  weeks  brought  him  to  Ganjam  on 
the  Orixa  coast,  where  he  captured  some  British 
ships  laden  with  rice.  A  few  days  later  a  Brit- 
ish frigate  ran  into  the  fleet,  and  was  taken. 
From  her  captain,  Suffren  learned  of  the  sudden 
death  of  Hyder-Aly  on  the  7th  of  December. 

The  loss  of  his  Indian  ally  filled  Suffren  with 
concern.  He  at  once  gave  up  his  desultory  cruis- 
ing expeditions  and  headed  for  Cuddalore.  The 
situation  needed  his  ruling  hand.  The  nabob's 
son,  Tippoo-Sahib,  had  assumed  the  chief  command 
of  his  father's  army,  and  was  cordially  inclined 
toward  the  French.  But  his  own  provinces  on 
the  coast  of  Malabar  had  been  invaded  by  the 
British,  and  several  important  places  had  fallen 
into  their  hands.  Tippoo-Sahib  had  finally  deter- 
mined to  leave  the  coast  of  Coromandel  and  has- 
ten to  the  defence  of  his  own  possessions,  when 
the  arrival  of  Suffren  induced  the  young  Indian 
chief  to  change  his  plans  and  to  renew  his  father's 
alliance  with  the  French. 

Suffren  now  made  haste  to  gain  Trincomalee. 
Sir  Edward  Hughes  might  any  day  appear  upon 
the  scene  with  his  increased  forces,  and  the  French 


206  VICE-ADMIRAL   DE   SUFFREN 

commander  was  in  no  condition  to  meet  him. 
Under  press  of  sail  he  hurried  southward,  there  to 
await  a  long-expected  reenforcement  from  Europe. 
Finally,  on  the  9th  of  March,  a  small  squadron 
appeared  in  the  offing,  and  a  few  hours  later  three 
ships  of  the  line,  one  frigate,  and  thirty-four  trans- 
ports, laden  with  supplies,  cast  anchor  in  the 
harbor  of  Trincomalee. 

However  welcome  this  new  force  was,  it  could 
not  be  considered  as  a  strong  addition  to  the  fleet ; 
two  of  the  ships  were  in  such  bad  condition  when 
they  left  Brest  that  the  long  voyage  had  been 
made  with  the  greatest  difficulty  and  with  mortify- 
ing slowness.  Suffren  writes :  "  It  is  incredible 
that  two  ships,  in  such  a  condition  as  were  the 
Hardi  and  the  Alexandre,  should  have  been  sent 
out  from  Brest  to  India." 

This  was  not  the  only  disappointment.  The 
squadron  from  France  brought  Lieutenant-general 
de  Bussy,  the  new  commander-in-chief,  who  had 
been  sent  out  to  assume  the  head  of  the  naval  and 
military  forces,  an  old  man  in  wretched  health  and 
of  no  initiative.  To  compensate  somewhat  for 
these  misfortunes,  Suffren  received  his  commission 
as  commodore,  and  a  complimentary  letter  from 
the  minister,  in  which  Marshal  de  Castries  writes : 
"  I  cannot  express  to  you  the  high  degree  of  con- 
fidence that  your  conduct  has  given  in  your  audac- 
ity and  talents." 

To  Suffren,  who  was  ever  more   eager  for  an 


FROM  TRINCOMALEE   TO  CUDDALORE      207 

occasion  to  do  his  duty  and  to  fight  the  enemies 
of  his  country  than  for  personal  reward  or  dis- 
tinction, this  praise  could  not  wholly  offset  the 
appointment  of  an  incompetent  and  invalided 
commander.  Writing  on  this  point  to  the  minis- 
ter, he  says:  "I  am  under  the  orders  of  M.  de 
Bussy.  My  only  reason  to  regret  this  is  that  no 
good  can  come  of  it  to  the  service ;  but  I  can 
assure  you  that  I  shall  do  my  utmost  so  that  no 
harm  may  come  of  it." 

Acting  with  characteristic  disinterestedness  and 
vigor,  Suffren  decided  to  accompany  the  troops 
and  supplies  to  Cuddalore.  The  garrison  needed 
strengthening  and  was  in  daily  expectation  of  an 
attack  both  by  land  and  sea.  The  British  admiral 
was  known  to  have  left  Bombay,  and  might  cut  off 
communications  at  any  time.  With  seven  ships 
of  the  line  and  five  frigates  to  protect  the  trans- 
ports, the  run  was  successfully  made.  The  troops 
and  supplies  were  landed  at  Porto  Novo  and  at 
Cuddalore  during  the  nights  of  the  16th  and  17th 
of  March,  M.  de  Bussy,  who  was  suffering  from 
the  gout,  having  to  be  carried  into  Cuddalore  in 
a  palanquin. 

Turning  southward  again  on  the  4th  of  April, 
Suffren  made  a  dash  for  Trincomalee.  He  must 
reach  port  before  Sir  Edward  Hughes  could  inter- 
cept him.  Scarcely  had  he  come  within  sight  of 
the  harbor  than  the  lookout  frigate  signalled 
eighteen  ships  of  the  line.  Pressing  forward  with 


208  VICE-ADMIRAL  DE  SUFFREN 

every  sail  hoisted  to  the  wind,  Suffren  had  the 
satisfaction  of  sailing  into  port  within  sight  of 
the  enemy's  fleet. 

The  old  and  battered  ships  of  the  French  fleet 
were  sorely  in  need  of  repair.  At  Achem  the  re- 
sources had  been  scanty.  They  now  underwent  a 
thorough  overhauling.  While  the  work  of  repair- 
ing damages  was  carried  on  with  activity,  alarming 
news  reached  Suffren  from  the  commander-in-chief . 
General  de  Bussy  was  shut  up  in  Cuddalore,  be- 
sieged by  land  and  sea.  At  the  head  of  the 
British  army  General  Stuart  had  taken  up  a 
strong  position  on  the  north  and  south  of  the 
town.  Sir  Edward  Hughes  was  blockading  the 
harbor  and  preventing  all  communication  by  sea. 
Provisions  were  running  low,  and  the  garrison  was 
in  need  of  supplies. 

Still,  Suffren  could  not  leave  port  for  several 
weeks.  His  ships  were  not  seaworthy.  Most  of 
them  had  not  been  heaved  down  for  five  years; 
some  had  to  be  constantly  pumped  out.  Manned 
by  only  three-quarters  of  their  regular  crews,  the 
vacancies  had  not  been  filled  since  1781.  Under 
these  conditions  it  was  not  possible  to  put  to  sea 
until  the  llth  of  June.  Two  days  later  the 
frigates  sighted  the  British  fleet  of  eighteen  men- 
of-war  at  anchor  off  Cuddalore. 

On  the  approach  of  the  French,  Admiral  Hughes 
weighed  anchor  and  advanced  to  meet  his  rival. 
But  Suffren  was  not  ready  to  engage.  He  was 


FROM  TRINCOMALEE   TO   CUDDALORE       209 

meditating  a  brilliant  and  audacious  move.  Using 
his  superior  knowledge  of  tactics,  he  put  his  fleet 
through  a  series  of  evolutions  which  brought  him 
into  communication  with  the  port.  Great  was  Sir 
Edward's  annoyance  when  he  found  that  his  enemy 
had  changed  places  with  him,  and  had  slipped  his 
ships,  by  clever  manoeuvres,  between  the  British 
and  the  shore. 

Suffren  could  now  throw  supplies  into  the  be- 
sieged place,  and  in  return  receive  reinforcements 
to  his  crews.  On  the  18th  he  was  ready  to  offer 
combat,  but  for  two  days  Sir  Edward  refused  it. 
Finally  on  the  20th  the  two  fleets  bore  down  on 
each  other.  Numerically,  the  British  were  far 
superior  to  their  opponents,  although  the  scurvy 
had  broken  out  with  fearful  virulence  and  had 
greatly  reduced  the  crews. 

Immediately  before  the  battle  Suffren  changed 
his  flag  to  the  frigate  Clfopatre,  in  accordance 
with  an  order  from  the  home  government.  The 
recent  capture  of  the  Count  de  Grasse,  who  had 
been  made  prisoner  in  his  own  ship,  the  Ville  de 
Paris,  had  been  the  cause  of  this  order.  To  view 
the  battle  from  afar,  and  take  no  part  in  it,  must 
have  been  an  almost  unendurable  trial  to  the  im- 
petuous and  daring  Suffren,  accustomed  as  he  was 
to  plunge  recklessly  into  the  heat  of  the  fight. 

Suffren's  tactics  had  been  the  first  step  toward 
success.  At  four  o'clock  on  the  afternoon  of  the 
20th  the  signal  to  open  fire  was  flying  from  the 


210  VICE-ADMIRAL  DE  SUFFREN 

masthead  of  the  CUopatre.  From  then  until 
seven  o'clock  the  battle  was  kept  up  with  spirit, 
and  not  until  night  closed  did  the  firing  cease. 
The  British  retired  to  Madras,  leaving  the  battle 
ground  to  Suffren  and  thus  acknowledging  his 
victory.  The  French  commander  had  accom- 
plished his  object  of  relieving  Cuddalore  and 
raising  the  blockade  by  a  dashing  feat,  and  a 
successful  combat  against  a  superior  force.  It 
was  the  crowning  action  of  the  campaign. 

Suffren's  first  impulse  was  to  cut  his  cables  and 
fly  in  pursuit  of  the  enemy,  but  he  was  learning  to 
curb  his  impetuosity.  He  was  short  of  anchors 
and  cables,  and  had  few  fast-sailing  vessels ;  Cud- 
dalore was  still  threatened  by  land,  and  had  given 
him  twelve  hundred  of  her  garrison.  For  these 
reasons  he  contented  himself  with  his  already 
splendid  triumph,  and  anchored  in  the  roadstead 
of  Cuddalore.  There  he  was  received  with  en- 
thusiasm. A  salute  of  guns  from  the  forts,  and 
cries  of  "  Vive  le  Roi !  Vive  Suffren !  "  greeted  him 
as  he  stepped  ashore.  An  immense  concourse  of 
people  had  gathered  on  the  dock  to  meet  and 
escort  him  to  the  town. 

Action,  however,  not  repose,  was  Suffren's 
motto.  He  now  urged  M.  de  Bussy  to  make  a 
general  and  vigorous  sortie  on  the  army  of  Gen- 
eral Stuart.  To  this  the  commander-in-chief  was 
opposed,  and  while  Suffren  was  still  trying  to 
instil  energy  into  the  impotent  counsels  of  his 


FROM  TRINCOMALEE  TO   CUDDALORE      211 

chief,  news  arrived  of  the  cessation  of  hostilities. 
The  treaty  of  peace  signed  between  France,  Great 
Britain,  Spain,  and  the  United  States  put  an  end 
to  the  war. 

Suffren's  return  to  Europe  was  a  triumphal 
progress.  At  the  Isle  de  France  he  met  with  the 
wildest  demonstrations  of  joy.  At  Table  Bay, 
where  he  touched,  nine  British  ships  were  an- 
chored in  the  roadstead,  and  to  Suffren  the  most 
flattering  of  all  the  homages  he  received  were 
the  marks  of  esteem  and  consideration  shown  him 
by  the  British  officers. 

Suffren  dropped  anchor  in  the  harbor  of  Toulon 
on  the  26th  of  March,  1784.  France  lavished  her 
favors  upon  the  hero  of  the  Indian  Ocean.  He 
was  the  idol  of  the  people.  At  court  he  was 
treated  with  distinct  honor.  The  rank  of  lieu- 
tenant-general had  already  been  conferred  on  him 
after  the  capture  of  Trincomalee  and  the  first 
battles  of  the  campaign.  The  king  now  created 
for  him  a  fourth  vice-admiralship,  and  in  April 
invested  him  with  his  new  dignity.  As  this  rank 
was  created  solely  for  Suffren,  the  king  ordered  it 
to  be  abolished  at  his  death. 

The  new  admiral  lived  only  four  years  after  the 
brilliant  campaign  that  has  become  one  of  the 
famous  naval  achievements  of  which  France  can 
boast.  Called  to  the  command  of  a  fleet  that  had 
been  fitted  out  at  Brest  on  the  threatened  outbreak 
of  fresh  troubles  between  France  and  Great  Brit- 


212  VICE-ADMIRAL  DE  SUFFREN 

ain,  he  was  taken  suddenly  ill,  and  died  on  the 
8th  of  December,  1788. 

Wretched  materials,  leaky  ships,  raw,  motley, 
and  insufficient  crews ;  no  ports  or  storehouses, 
no  supplies  of  provisions  or  ammunition ;  lack  of 
masts  and  rigging,  anchors  and  cordage  to  repair 
damages;  a  restless  ally  to  reclaim  and  satisfy; 
officers  ignorant,  cowardly,  mutinous  —  these  were 
some  of  the  difficulties  against  which  Suffren  op- 
posed his  inflexible  will,  passionate  determination, 
unflinching  patriotism ;  his  readiness,  knowledge, 
and  sense  of  duty.  And  he  won.  This  is  the 
strongest  eulogy  that  can  be  given  him. 


YICE-ADMIKAL   PAUL   JONES 

1747-1792 


VICE-ADMIEAL   PAUL   JONES 

CHAPTER  XVIII 

AN  INTERNATIONAL  SEA  FIGHTER 

A  MAN  of  no  country,  "citizen  of  the  world," 
and  fighter  in  the  cause  of  humanity;  a  Scottish 
trader,  an  American  commodore,  a  French  cheva- 
lier, a  Russian  admiral;  the  most  striking  figure 
in  the  United  States  navy,  winner  of  the  most 
conspicuous  sea  battle  of  the  Revolution  —  this 
was  Paul  Jones. 

He  was  the  Drake  of  the  New  World.  A  man 
of  violent  contrasts,  adventurer,  courtier,  and  dis- 
tinguished commander ;  an  invincible  fighter,  sum- 
mary in  punishment,  with  the  spirit  of  plunder  and 
rapine  held  more  in  check  than  by  his  ancient 
predecessor,  shrewd  in  personal  enrichment,  of 
unfettered  ambition,  ferocious,  unyielding,  enthu- 
siastic, versatile. 

Like  Drake,  the  love  of  the  sea  mastered  him  in 
childhood ;  like  Drake  he  began  his  career  as  a 
slave  trader  in  voyages  to  the  West  Indies;  like 
Drake  he  was  a  forerunner,  the  pioneer  of  a  new 
sea-power,  founder  of  a  new  navy;  like  him  he 
understood  the  value  of  offensive  action  carried 

216 


216  VICE-ADMIRAL  PAUL  JONES 

into  the  waters  and  along  the  coast-line  of  the 
enemy. 

Like  Drake,  his  name  has  been  surrounded  by 
a  veil  of  tradition  and  romance,  made  the  subject 
of  popular  tales  and  fanciful  legends  which  have 
clouded  and  distorted  actual  truth  and  history ; 
and  he  has  been  as  much  hated  in  Great  Britain  as 
"  El  Draque  "  was  in  Spain. 

Coming  upon  the  scene  before  the  first  rum- 
blings of  a  far-distant  storm  could  yet  be  heard, 
trained  from  earliest  years  in  the  rough  school- 
ing of  the  sea,  he  was  swept  in  full  manhood  into 
the  tempestuous  current  of  stirring  events,  which 
awakened  a  new  nation  in  a  new  world,  and 
proved  him  to  be  one  of  those  men  whom  destiny 
reserves  for  great  crises. 

Born  in  1747,  on  the  shores  of  southern  Scot- 
land,1 his  earliest  home  and  his  first  playground 
were  on  the  borders  of  that  water  that  he  learned 
to  love  so  well.  Official  records  state  that  he 
"  was  born  on  the  6th  of  July,  1747,  at  Arbigland, 

1 1  desire  to  acknowledge  my  indebtedness  to  Mr.  Buell's 
valuable  and  spirited  work  on  Paul  Jones,  recently  published 
by  Messrs.  Charles  Scribner's  Sons.  The  many  previous 
"Lives,"  all  of  which  have  been  under  my  hand,  are  in- 
complete and  unsatisfactory,  and  we  now  have  for  the  first 
time  an  adequate  biography  of  the  "Founder  of  the  American 
Navy."  The  mass  of  fresh  and  interesting  material,  which 
Mr.  Buell  has  gathered  together,  throws  new  light  on  every 
phase  of  the  career  of  Admiral  Jones,  and  becomes  indispensa- 
ble in  the  preparation  of  any  sketch,  however  slight,  of  the 
most  prominent  figure  in  the  Revolutionary  navy. 


AN  INTERNATIONAL  SEA  FIGHTER      217 

in  the  parish  of  Kirkbean  and  Stewartry  (or 
county)  of  Kirkcudbright." 

His  father,  John  Paul,  a  Lowlander,  —  a  man  of 
staunch  peasant  stock  and  of  more  than  ordinary 
intelligence,  —  was  head  gardener,  gamekeeper, 
and  fish-warden  to  a  country  squire,  the  Hon. 
Robert  Craik.  Jeanne  Macduff,  his  wife,  a  "  Hie- 
land  Lassie  "  and  descendant  of  one  of  the  fierce 
clans  that  had  their  home  among  the  heathered 
hills  of  Scotland,  also  served  in  the  employ  of  their 
master,  the  country  squire,  as  lady's  maid  to  Mrs. 
Craik. 

Reaching  down  to  the  rugged  shores  of  Solway 
Firth,  the  Craik  estate  extended  along  the  borders 
of  the  Nith  River,  and  covered  stretches  of  park, 
dense  woods,  and  glades,  cut  here  and  there  by 
small  salmon  streams  that  found  their  way  into 
the  Nith.  Near  by  was  the  little  fishing  hamlet 
of  Arbigland,  and  the  quiet  inlet  where  the  sturdy 
fishermen  brought  in  their  boats ;  across  the  river 
was  the  larger  town  of  Dumfries ;  while  on  the 
opposite  side  of  the  Solway,  twenty-five  miles  by 
water,  on  England's  shore,  lay  Whitehaven,  a 
prosperous  commercial  port  and  centre  of  trade. 

John  Paul  was  the  father  of  seven  children  — 
four  sons  and  three  daughters.  His  eldest  boy, 
William,  born  in  1730,  was  early  adopted  by  a  dis- 
tant relative,  William  Jones,  who  had  emigrated 
to  the  American  colonies,  and  lived  on  his  planta- 
tion in  Virginia,  a  thriving  and  successful  business 


218  VICE-ADMIRAL  PAUL  JONES 

man.  William  sailed  to  his  new  home  across  the 
Atlantic  and  assumed  the  name  of  Jones,  three 
years  before  John  Paul,  Jr.,  the  fifth  child  and 
youngest  son,  came  into  the  world. 

Little  John  Paul's  childhood  was  short ;  he  soon 
grew  into  a  hardy,  self-confident,  independent  lad, 
with  scant  instruction  save  what  he  learned  at  the 
humble  parish  school  of  Kirkbean.  But  his  les- 
sons came  to  an  end  when  he  was  twelve,  and 
even  before  that  time  were  often  interrupted  by 
his  favorite  studies  on  the  margin  of  Carsethorn 
Creek,  where  seamen  sought  shelter  from  storms 
and  tides,  and  unloaded  their  cargoes  of  tobacco 
for  Dumfries.  There  he  sailed  his  mimic  boats, 
listened  to  the  old  tars'  yarns,  learned  the  mariners' 
grammar,  and  with  eager  eyes  and  keen  intelli- 
gence watched  the  fishermen  as  they  steered  their 
boats  into  harbor.  There  he  learned  to  handle 
a  yawl  and  to  brave  the  sudden  northeast  squalls 
that  tried  the  courage  and  capacity  of  many  an 
experienced  fisherman. 

Sturdy,  fearless,  and  with  a  passionate  longing 
for  sea-life  thus  early  developed,  he  begged  his 
father  to  let  him  ship  aboard  some  merchant  vessel 
sailing  from  Whitehaven  to  Virginia  and  the  West 
Indies.  The  earnest  desire  of  the  young  sailor 
boy  prevailed,  and  in  the  summer  of  1759,  when 
he  was  only  twelve,  John  Paul,  Jr.,  was  sent  across 
the  Solway  and  apprenticed  to  James  Younger, 
Esq.,  a  prosperous  merchant  in  the  American 


AN  INTERNATIONAL   SEA   FIGHTER       219 

trade.  Soon  after  a  new  brig  spread  her  sails 
and  stood  out  to  sea  on  her  first  voyage.  It  was 
the  Friendship,  bound  for  Virginia,  belonging  to 
James  Younger,  with  Captain  Bennison  in  com- 
mand and  John  Paul,  Jr.,  as  master's  apprentice. 
A  month  later  she  leisurely  dropped  anchor  in  the 
Rappahannock  river,  not  far  from  the  plantation  of 
William  Jones. 

The  intense  boyish  desire  of  John  Paul  was  now 
realized.  He  was  launched  upon  the  career  that 
he  loved,  and  his  first  voyage  had  brought  him  to 
the  very  home  of  his  brother  whom  he  had  never 
seen.  He  found  William  Paul  Jones,  who  was 
seventeen  years  older  than  himself,  a  successful 
married  man,  the  business  manager  and  overseer 
of  his  adopted  father's  trade  and  plantation. 
While  the  Friendship  lay  at  anchor  in  the  Rappa- 
hannock, her  master's  apprentice  spent  much  of 
his  time  on  land  with  his  brother,  and  it  was  then 
that  he  was  for  the  first  time  attracted  to  the 
novel  and  independent  life  of  the  American  colo- 
nies. But  while  his  lively  interest  was  awakened 
and  stirred  by  the  half-wild,  half-civilized  land  that 
he  afterward  adopted,  his  love  then  and  always  was 
for  the  sea.  And,  although  William  Jones  offered 
to  adopt  him  as  his  second  son,  he  chose  rather  to 
throw  in  his  fortunes  with  his  god-father  Neptune. 
After  the  round  trip  to  Virginia,  the  West  Indies, 
and  back  to  England,  the  Friendship  sailed  into 
Whitehaven  harbor  early  in  1760. 


220  VICE-ADMIRAL  PAUL  JONES 

For  the  next  six  years  John  Paul  sailed  on  trad- 
ing voyages  in  Mr.  Younger's  ships,  and  advanced 
rapidly  in  capacity  and  skill.  He  had  a  keen,  open 
mind,  quick  to  observe;  his  intelligence  was  un- 
usual in  so  young  a  boy,  and  he  had  an  exception- 
ally retentive  memory.  With  this  outfit  he  was 
sure  to  succeed  in  the  struggle  of  life,  especially 
as  his  grit,  self-dependence,  and  force  would  sooner 
or  later  lead  him  into  positions  of  command.  In 
1764  we  hear  of  his  serving  as  second  mate  on 
West  Indian  traders,  and  in  1765  as  first  mate. 
Mr.  Younger  retired  from  business  in  the  follow- 
ing year,  and  released  John  Paul  from  his  inden- 
tures, giving  him  at  the  same  time  a  sixth  interest 
in  a  packet  in  the  West  Indian  trade. 

As  first  mate  of  the  King  Greorge,  John  Paul 
made  two  voyages  with  Captain  Denbigh  to  the 
west  coast  of  Africa  and  to  Jamaica,  doing  a  profit- 
able business  in  the  slave  trade.  But  at  the  end  of 
the  second  voyage  he  sold  his  share  in  the  ship  to 
Captain  Denbigh,  and  returned  to  England  as  pas- 
senger on  board  the  John  0' Gaunt,  sailing  from 
Kingston,  Jamaica,  to  Whitehaven.  This  trip  proved 
to  be  one  of  those  chances  that  fortune  threw  into 
his  hands,  and  that  he  was  always  ready  to  catch. 
John  Paul  never  missed  the  opportunities  of  des- 
tiny by  being  taken  unprepared. 

The  seeds  of  the  yellow  fever  sailed  on  the  John 
0"*  Graunt  when  she  left  the  Antilles  and  stood  out 
from  the  Caribbean  Sea  into  the  Atlantic  Ocean. 


AN  INTERNATIONAL   SEA   FIGHTER       221 

Hardly  had  she  cleared  the  Windward  Islands  be- 
fore its  ravages  spread  through  the  crew.  The 
captain,  mate,  and  most  of  the  crew  died  within 
a  few  days.  Only  five  were  left,  and  John  Paul, 
passenger. 

The  constant  and  independent  studies  of  John 
Paul  in  seamanship  and  tactics  now  served  him  a 
good  purpose.  He  assumed  command  of  the  fever- 
stricken  brig,  and  brought  her  safely  into  the  harbor 
of  Whitehaven.  Her  owners,  Currie,  Beck  &  Co., 
showed  their  gratitude  by  giving  him  a  generous 
reward,  and  by  appointing  him  captain  and  super- 
cargo of  a  new  ship,  the  John,  bound  for  the 
West  Indies.  In  command  of  this  ship  he  made 
three  round-trip  voyages,  visiting  his  brother  on 
the  Rappahannock,  and  drawing  together  even  more 
closely  the  bonds  that  united  him  to  America. 

On  the  death  of  Mr.  William  Jones,  the  Virginia 
planter,  in  1760,  he  had  left  his  entire  property  of 
three  thousand  acres,  buildings,  slaves,  cattle,  and 
sloop  to  his  adopted  son.  But  a  clause  in  the  will 
provided  that,  in  case  William  should  die  without 
children,  John  Paul  was  to  inherit  the  property. 
Only  one  condition  was  attached  to  the  bequest : 
John  Paul  must  assume  the  name  of  Jones,  as  his 
brother  had  done  before  him.  When  John  Paul 
sailed  away  in  1769  from  the  Rappahannock,  after 
having  legally  accepted  the  conditions  of  the  will, 
he  perhaps  little  thought  how  soon  he  was  to  return 
and  take  possession  of  his  American  plantation. 


222  VICE-ADMIRAL  PAUL  JONES 

After  reaching  England  he  was  put  in  command 
of  a  merchant  vessel  belonging  to  Currie,  Beck 
&  Co.,  but  chartered  by  the  East  India  Com- 
pany as  a  convoy  ship  to  transport  stores  and 
troops  to  the  Indian  Ocean.  The  round  trip 
covered  a  year  from  1771  to  1772.  His  last  mer- 
chant voyage  was  undertaken  late  in  1772  as  cap- 
tain of  the  Two  Friends.  Sailing  by  way  of  Lisbon, 
the  Madeira  Islands,  and  Tobago,  he  dropped 
anchor  in  the  Rappahannock  in  April,  1773.  He 
had  arrived  at  the  Jones  plantation  too  late  to  see 
his  brother  again.  William  Jones  was  lying  at 
the  point  of  death  and  was  unconscious.  He  died 
soon  after. 

John  Paul  now  became  the  master  of  a  Virginia 
estate,  and  destiny  seemed  to  reserve  him  for  the 
uneventful  life  of  a  colonial  planter.  He  assumed 
the  name  of  Jones,  sent  the  Two  Friends  on  her 
homebound  voyage  under  the  command  of  her  first 
mate,  and  settled  down  as  an  American  landed 
proprietor.  His  plantation  covered  broad  acres  of 
cultivated  land  and  dense  forests  of  "  strong,  first- 
growth  timber."  It  included  grist-mill,  tobacco 
houses,  river  wharf,  negro  quarters,  stables,  and  all 
the  necessary  belongings  of  a  small  but  flourishing 
plantation  in  tide-water  Virginia. 

For  two  years  Paul  Jones  enjoyed  the  quiet  and 
independent  life  of  a  country  squire.  Leaving  the 
business  of  his  estate  to  Duncan  Macbean,  his 
brother's  faithful  overseer,  who  had  already  man- 


AN   INTERNATIONAL   SEA   FIGHTER       223 

aged  it  successfully  for  many  years,  he  gave  him- 
self up  to  society  and  study.  He  entertained  the 
neighboring  families  of  Virginia  with  lavish  hospi- 
tality; he  travelled,  visited,  observed,  and  broad- 
ened his  knowledge  of  affairs  and  men.  The  poor 
Scotch  gardener's  son,  taught  until  he  was  twelve 
at  a  small  parish  school,  for  sixteen  years  appren- 
tice, mate,  and  captain  of  merchant  ships,  had  be- 
come a  cultivated  man  of  the  world,  a  politician,  a 
finished  scholar,  and  a  master  in  the  art  of  the  sea. 

Paul  Jones  had  trained  himself.  He  was  a 
natural  student,  not  only  of  books,  but  of  life  and 
things.  Wherever  he  went  he  was  quick  and  alert 
to  see.  He  studied  French  and  Spanish,  naval 
history  and  tactics,  diplomacy  and  politics.  In  his 
own  profession  he  had  mastered  not  merely  the  de- 
tails of  a  seaman's  practical  knowledge,  but  the 
broader  features  of  the  influence  of  sea  control  on 
national  power  and  expansion.  Although  only  a 
merchant  mariner,  he  had  made  himself  familiar 
with  the  conditions  of  the  chief  navies  of  Europe. 
He  knew  how  war-ships  should  be  built,  and  what 
it  cost  to  build  them.  He  knew  the  difference  in 
construction  between  British  frigates  and  French 
frigates.  He  had  made  plans  and  taken  dimensions 
of  foreign  vessels,  and  knew  the  capacity  of  foreign 
dockyards. 

His  sphere  of  interest  was  wide  and  varied,  and 
he  was  constantly  preparing  himself  for  a  possible 
but  unknown  future  in  which  his  ambition  for 


224  VICE-ADMIRAL   PAUL  JONES 

glory  and  distinction  might  be  satisfied.  He  loved 
power,  and  with  marvellous  energy  and  will  he  had 
supplied  himself  with  the  means  of  gaining  power. 
One  of  these  means,  he  early  recognized,  was  inter- 
course with  men  of  position,  influence,  and  note, 
the  great  leaders  and  the  brilliant  minds  of  the 
time.  He  met  Colonel  Washington,  Thomas 
Jefferson,  Philip  Livingston,  and  the  Lees ;  he  was 
a  warm  friend  of  Joseph  Hewes,  and  became  ac- 
quainted with  prominent  men  of  New  York,  North 
and  South  Carolina,  Pennsylvania,  and  the  most 
distinguished  of  the  Virginian  families. 

Quick  to  grasp  the  signs  and  meaning  of  the 
political  outlook,  and  to  feel  the  drift  of  coming 
events,  it  was  not  a  surprise  to  him  to  see  the 
gathering  of  the  storm  that  burst  upon  the  coun- 
try in  the  battle  of  Lexington.  In  January,  1775, 
Jones  writes,  "  I  availed  myself  of  these  occasions 
(conferences  between  Washington,  Jefferson,  Liv- 
ingston, and  the  Lees)  to  assure  Colonel  Washing- 
ton, Mr.  Jefferson,  and  all  the  others  that  my 
services  would  be  at  the  disposal  of  the  colonies 
whenever  their  cause  should  require  service  on  my 
own  element." 

A  man  of  action,  of  indomitable  strength,  and 
of  broad  and  vivid  interest  in  public  affairs,  like 
Paul  Jones,  was  not  one  to  be  laggard  in  the  face 
of  stirring  events.  A  fighter  by  nature,  so  great  a 
fighter  that  he  was  later  to  accept  service  under 
a  foreign  flag  rather  than  remain  inactive  under 


AN  INTERNATIONAL   SEA   FIGHTER       225 

the  flag  of  his  adoption,  Paul  Jones  could  not  fail 
to  be  one  of  the  first  to  strike  a  blow  on  his  own 
element.  And  he  was  quick  to  perceive  that  the 
creation  of  a  navy  would  be  for  the  colonies  the 
inevitable  consequence  of  a  struggle  with  Great 
Britain. 


CHAPTER  XIX 

THE  BIRTH  OF  THE  AMERICAN  NAVY 

THE  opening  blast  of  the  Revolution  found  Paul 
Jones  swift  to  respond.  He  had  started  in  his 
sloop  for  a  sail  to  Boston,  but  on  reaching  New 
York  late  in  April  he  heard  from  William  Living- 
ston the  news  of  the  battle  of  Lexington.  "  This 
caused  an  immediate  change  of  my  plans,"  he 
writes.  He  had  laid  out  for  himself  a  long  expedi- 
tion, which  he  now  promptly  abandoned,  and  on 
the  24th  of  April  set  sail  for  home.  Three  days 
later  he  was  picking  up  his  moorings  at  the  plan- 
tation, and  writing  to  Mr.  Hewes  and  other  mem- 
bers of  the  Continental  Congress  to  offer  the 
assistance  of  his  seafaring  experience  in  the  forma- 
tion of  a  naval  force. 

His  help  and  advice  were  soon  to  be  called  for. 
In  June,  1775,  the  new  marine  committee,  on 
which  figured  his  friend  Joseph  Hewes,  invited 
him  to  lay  before  them  any  information  and  advice 
that  he  might  consider  useful  on  two  points :  the 
proper  qualifications  of  naval  officers,  and  the  kind 
of  armed  vessels  most  desirable  for  the  service  of 
the  united  colonies.  Paul  Jones  embodied  his 
views  in  two  able  and  trenchant  letters.  The 

226 


THE  BIRTH  OF  THE  AMERICAN  NAVY      227 

strength,  directness,  and  broad  scope  of  his  answers 
carried  with  them  weight  and  influence.  The  com- 
mittee accepted  them,  with  few  changes,  as  the 
basis  of  their  decisions.  Paul  Jones  was  thus  the 
first  seaman  who  shared  in  the  creation  of  our 
navy.  His  judgment  as  a  marine  expert  ruled  the 
counsels  of  the  group  of  men  who,  as  he  writes  to 
them,  were  "  called  upon  to  found  a  new  navy,  to 
lay  the  foundations  of  a  new  power  afloat." 

Paul  Jones's  estimate  of  the  necessary  qualifica- 
tions of  a  naval  officer  was  high :  he  should  be, 
not  only  a  capable  mariner,  but  a  man  of  liberal 
education,  versed  in  foreign  languages,  international 
law,  diplomacy  and  admiralty  jurisprudence  ;  abso- 
lute in  authority,  just  and  tactful. 

Even  more  valuable  and  of  practical  assistance 
was  his  advice  as  to  the  best  kind  of  ship  to  be 
constructed.  He  considered  it  unwise  to  attempt 
the  building  of  ships  of  the  line.  As  the  affairs  of 
America  "  cry  haste ! "  and  as  the  resources  of 
Congress  were  limited,  he  strongly  urged  the 
construction  of  frigates  rating  from  thirty-two 
twelve-pounders,  to  forty  eighteen-pounders.  The 
information  he  gave  on  the  different  points  of  cost, 
dimensions,  plans,  and  materials  was  clear,  precise, 
and  convincing.  Although  a  scheme  had  already 
been  presented  to  the  committee  for  the  construc- 
tion of  six  ships  of  the  line,  Jones's  opinion  pre- 
vailed, and  a  resolution  was  passed  authorizing  the 
building  of  six  twelve-pounder  frigates. 


228  VICE-ADMIRAL  PAUL  JONES 

The  first  squadron  of  our  national  navy  consisted 
of  four  ships  —  the  frigates  Alfred  and  Columbus, 
and  the  brigantines  Andrea  Doria  and  Cabot.  The 
first  list  of  officers  included  five  captains,  five  first 
lieutenants,  and  eight  junior  lieutenants.  In  this 
list  Paul  Jones  stood  at  the  head  of  the  first  lieu- 
tenants. Favoritism  and  the  power  of  the  Massa- 
chusetts party  on  the  naval  committee  kept  him 
out  of  the  list  of  captains.  That  he  felt  the  slight 
and  injustice  of  the  arrangement  is  certain ;  but,  in 
a  vein  of  broad  disinterestedness,  he  writes  to  Mr. 
Hewes :  "  I  am  here  to  serve  the  cause  of  human 
rights,  not  to  promote  the  fortunes  of  Paul 
Jones.  ...  I  will  cheerfully  enter  upon  the 
duties  of  first  lieutenant  of  the  Alfred  under 
Captain  Saltonstall.  Time  will  make  all  things 
even." 

Although  he  had  been  intrusted  with  the  entire 
care  of  converting  the  Alfred  from  a  merchantman 
into  a  war  frigate,  and  had  repaired,  equipped,  and 
fitted  her  out  for  service,  he  now  in  a  spirit  of 
generous  devotion  accepted  an  inferior  rank.  His 
commission  as  lieutenant  was  dated  on  the  7th  of 
December,  1775.  Less  than  three  weeks  later  he 
assumed  temporary  command  of  the  Alfred,  Cap- 
tain Saltonstall  not  having  yet  arrived,  and  hoisted 
with  his  own  hands  for  the  first  time  the  original 
American  flag  —  the  pine  tree  and  rattlesnake. 

The  little  squadron  was  not  ready  for  sea  until 
the  17th  of  February,  1776,  when  it  sailed  from 


THE  BIRTH  OF  THE  AMERICAN  NAVY     229 

Delaware  Bay  and  headed  for  the  Bahamas.  Al- 
most two  months  later,  on  the  llth  of  April,  the 
squadron  dropped  anchor  in  the  harbor  of  New 
London  after  a  cruise  that  ended  in  court-martials 
and  disgrace.  It  had  taken  only  a  few  months  for 
time  to  "make  all  things  even."  Captains  ap- 
pointed through  influence  and  favoritism  were 
dismissed,  while  Paul  Jones  was  honorably  retained 
and  given  an  independent  command. 

On  the  10th  of  May  he  was  ordered  to  take  com- 
mand "  as  captain  of  the  Providence"  a  small  sloop 
of  fourteen  guns,  and  his  appointment  was  written 
on  the  back  of  his  lieutenant's  commission.  After 
transporting  troops  and  stores  between  New  Lon- 
don and  New  York,  and  convoying  American  ships 
along  the  coast,  he  started  on  a  cruise  to  harass 
British  commerce,  which  lasted  for  six  weeks  and 
five  days.  With  a  crew  of  seventy  men  and  only 
twelve  four-pounders,  he  sped  through  waters 
swarming  with  British  frigates  from  the  Bermudas 
to  Nova  Scotia,  destroyed  the  enemy's  fisheries  at 
Canso,  and  made  two  daring  descents  on  the 
island  of  Madame,  surprising  the  shipping  and  cap- 
turing stores.  Sixteen  prizes  fell  into  his  hands, 
besides  a  large  number  of  fishing  smacks ;  of  these 
he  manned  eight  and  destroyed  the  rest.  Twice 
the  little  Providence  was  pursued  by  British  frig- 
ates. Near  the  Bermudas  she  fell  in  with  the 
Solebay  of  twenty-eight  nine-pounders,  and  for  six 
hours  was  chased  by  her,  part  of  the  time  within 


230  VICE-ADMIRAL  PAUL  JONES 

short  range.  Once  she  was  almost  in  the  clutches 
of  her  enemy,  and  her  fate  seemed  sealed,  but  by  a 
sudden  and  audacious  manoeuvre  the  American  cap- 
tain dodged  his  antagonist  in  such  a  way  that  the 
Britisher  "got  taken  aback"  and,  as  Paul  Jones  says, 
"  let  me  have  the  chance  to  show  him  a  clean  pair 
of  heels  on  my  little  sloop's  best  point  of  sailing." 

Paul  Jones  received  his  captain's  commission 
from  Congress  on  his  return  to  port  in  August. 
In  the  following  October  he  was  ordered  to  take 
command  of  the  Alfred  and  the  Providence,  and  to 
cruise  in  northern  waters.  A  descent  on  the  coal 
fleet  and  fisheries  of  Cape  Breton  was  the  original 
object  of  the  expedition.  Hoisting  sail  on  the  2d  of 
November,  he  turned  toward  Canada.  His  first 
prizes  were  a  brig  with  a  rich  cargo  of  dry  goods, 
a  snow  loaded  with  fish,  and  the  armed  transport 
Hellish,  bound  for  Canada,  carrying  a  large  and 
valuable  store  of  uniforms,  bedding,  clothing,  tents, 
saddles,  ammunition,  and  other  army  supplies  in- 
tended for  the  British  troops  in  America. 

Continuing  on  his  way,  and  jealously  guarding 
his  rich  prizes,  Jones  stopped  at  Canso,  where  he 
burnt  and  destroyed  the  warehouses,  stores,  and  a 
fine  transport.  By  the  26th  of  November  he  had 
added  to  his  fleet  of  prizes  three  ships  of  the  British 
coal  fleet,  and  a  letter  of  marque  from  Liverpool. 
As  his  water  and  provisions  were  now  running 
short,  and  he  had  a  hundred  and  fifty  prisoners  on 
board,  he  decided  to  escort  his  prize  convoy  to  the 


THE   BIRTH  OF  THE  AMERICAN  NAVY     231 

shelter  of  some  friendly  port,  and  turned  south- 
ward toward  Boston.  Advancing  cautiously  on 
his  homebound  course,  and  running  before  the 
Milford,  a  full-manned  32-gun  British  frigate, 
which  he  fell  in  with  off  St.  George's  Bank,  he 
finally  brought  his  prizes  safe  into  harbor. 

While  Paul  Jones  had  been  ranging  the  seas  and 
harassing  the  enemy's  commerce,  the  cruel  chances 
of  war  had  dealt  him  a  severe  blow  behind  his 
back.  His  plantation  had  been  ravaged  by  the  Brit- 
ish; his  houses,  mill,  and  store  buildings  burned, 
his  crops  destroyed,  his  wharf  levelled,  his  slaves 
sold  to  Jamaica  merchants  — "  the  completest 
wreck  imaginable  of  any  kind  of  possessions." 
But  he  did  not  complain.  "  This  is,  of  course,  a 
part  of  the  fortunes  of  war,"  he  writes  to  his  friend, 
Mr.  Hewes ;  "  it  thus  appears  that  I  have  no  for- 
tune left  but  my  sword,  and  no  prospect  except 
that  of  getting  alongside  the  enemy."  This  pros- 
pect was  before  long  to  be  realized. 

Paul  Jones  was  at  all  times  a  man  of  original 
ideas,  and  was  persistent,  enthusiastic,  impetuous 
in  upholding  them.  Like  Drake  before  him  he 
saw  the  necessity  of  carrying  hostilities  into  the 
enemy's  waters,  of  destroying  shipping  in  home 
ports,  of  harassing  and  injuring  commerce  on  home 
shores.  He  saw,  besides,  that  success  in  British 
seas  would  bring  with  it  more  prestige  and  raise 
us  higher  in  the  estimation  of  Europe  than  even 
greater  victories  in  American  waters. 


232  VICE-ADMIRAL  PAUL  JONES 

His  earnest  and  tireless  appeals  for  a  command 
or  for  service  in  the  English  and  Irish  channels  at 
last  bore  fruit.  Final  and  full  recognition  came 
from  General  Washington  himself,  before  whom 
Jones  had  laid  his  case  with  a  vehemence  that  car- 
ried conviction,  and  that  inspired  Washington  to 
say  to  him,  "  Captain  Jones,  you  have  conceived 
the  right  project,  and  you  are  the  right  man  to 
execute  it." 

The  result  was  an  appointment  to  command 
the  new  sloop-of-war  Ranger,  carrying  twenty  six- 
pounders,  and  orders  to  hold  himself  in  readiness 
for  a  swift  sail  to  France  to  carry  despatches  of 
the  highest  importance.  The  Ranger  stood  out  to 
sea  on  the  1st  of  November,  1777,  and  the  news 
she  carried  under  seal  was  the  surrender  of  Bur- 
goyne. 

Under  crowded  sail  the  little  sloop  dashed  over 
the  Atlantic,  staggering  in  the  teeth  of  heavy 
northeast  winds,  blindly  driven  through  snow 
squalls  by  day  and  thick  fogs  by  night.  Still 
Captain  Jones  "  stuck  grimly  to  his  great  circle," 
the  shortest  route  by  a  week.  "  I  will  spread  this 
news  in  France  in  thirty  days,"  he  had  said,  and 
he  raced  across  the  ocean  at  a  speed  that  filled  his 
crew  with  amazement.  And  yet  "  not  a  man  was 
punished  or  even  severely  reprimanded  during  this 
terrific  voyage,"  writes  the  second  lieutenant. 
When  Captain  Jones  assumed  command  of  a  ship, 
he  threw  the  "  cat-o'-nine-tails "  overboard,  and 


THE  BIRTH  OF  THE  AMERICAN  NAVY      233 

banished  floggings.  He  made  his  sailors  like  him, 
and,  as  he  writes,  "  with  sailors,  as  they  average 
up,  liking  a  commander  and  being  of  a  will  to 
fight  for  him  to  the  last  gasp,  are  quite  the  same 
thoughts." 

On  the  last  day  of  the  run  the  Ranger  captured 
two  prizes  bound  from  eastern  marts  to  London, 
and  on  the  2d  of  December,  1777,  she  sailed  into 
the  Loire  and  dropped  anchor  at  Nantes.  Captain 
Jones  travelled  post-haste  to  Paris  with  his  packet 
of  news,  only  to  find  that  he  had  been  already 
outstripped.  Mr.  Austin  had  arrived  from  Boston 
twenty-four  hours  earlier  with  duplicate  despatches, 
having  sailed  two  days  before  the  Ranger.  This 
was  not  the  only  disappointment  that  greeted 
Jones.  He  had  been  promised,  by  Congress,  a 
large,  new  frigate  built  for  the  United  States  at  a 
neutral  Dutch  dockyard.  On  reaching  Paris  he 
found  that  the  vessel  had  been,  for  political  reasons, 
already  sold  to  the  French  king.  Instead  of  start- 
ing on  his  long-cherished  cruise  in  British  waters 
on  the  deck  of  a  fine  new  46-gun  frigate,  Jones 
was  thus  forced  to  content  himself  with  the  little 
sloop  Ranger  of  twenty  guns. 

Still  fully  determined  to  "get  alongside  the 
enemy,"  Jones  gave  his  ship  a  thorough  refitting, 
and  early  in  February  sailed  into  the  harbor  of 
Brest.  A  dense  crowd  of  rigging  filled  the  road- 
stead, as  the  Ranger,  flying  the  American  colors 
at  her  masthead,  appeared  in  the  offing.  It  was 


234  VICE-ADMIRAL  PAUL  JONES 

the  great  French  fleet  under  the  command  of 
Count  d'Orvilliers.  Prompt  in  upholding  the 
honor  of  the  flag,  Paul  Jones  asked,  as  a  condi- 
tion of  his  entering  the  port,  an  answering  salute 
from  the  French  fleet.  His  request  was  granted, 
and,  as  the  stars  and  stripes  passed  through  the 
midst  of  the  heavy  line-of -battle  ships,  the  French 
guns  roared  out  the  first  salute  ever  given  by  a 
foreign  navy  to  the  national  standard  of  the 
United  States. 

One  week  earlier  the  Treaty  of  Alliance  between 
France  and  the  United  States,  which  first  recognized 
American  independence,  had  been  signed  at  Ver- 
sailles. The  salute  to  the  flag  was  the  seal  to  the 
treaty.  To  Paul  Jones  it  was  a  matter  of  strong 
personal  feeling.  "  The  flag  and  I  are  twins,"  he 
had  said,  for  the  same  resolution  of  Congress  that 
had  appointed  him  to  the  command  of  the  ship 
Ranger  had  decreed  that  the  national  flag  of  the 
United  States  should  be  thirteen  stripes,  alternate 
red  and  white,  and  thirteen  stars  in  a  blue  field. 

It  was  April  before  the  Ranger  got  under  way 
for  her  famous  cruise  —  the  cruise  that  spread  the 
terror  of  Paul  Jones's  name  along  the  coasts  of 
England  and  Ireland,  and  won  for  him  the  titles 
of  "pirate"  and  "freebooter."  Early  on  the 
morning  of  the  10th  of  April  "  the  sauciest  craft 
afloat,"  as  she  was  called  by  her  second  lieutenant, 
in  outward  appearance  "  a  perfect  beauty,"  glided 
out  of  the  roads  of  Brest,  and  headed  for  the 


THE  BIRTH  OF  THE  AMERICAN  NAVY     235 

coast  of  Ireland.  Capturing  or  destroying  British 
traders  along  the  southern  coast  of  England,  Jones 
entered  St.  George's  Channel.  Driven  by  a  heavy 
gale  into  the  Irish  Sea,  he  formed  the  bold  scheme 
of  making  a  sudden  descent  on  Whitehaven  to 
burn  and  destroy  the  shipping.  High  and  shift- 
ing winds  and  heavy  seas  foiled  the  first  venture, 
and  in  a  second  attempt  the  Ranger  was  kept  back 
by  light  winds  and  a  sudden  calm. 

But,  resolved  not  to  abandon  his  project,  Captain 
Jones  ordered  out  the  boats  and  called  for  vol- 
unteers. Twenty-nine  seamen,  two  lieutenants, 
and  a  midshipman  offered  to  join  in  the  attack. 
Leading  the  party  in  the  first  boat,  Jones  crept 
stealthily  toward  the  town ;  as  he  reached  the  pier, 
dawn  began  to  break.  There  was  now  little  time 
left  for  the  enterprise,  for  the  town  was  beginning 
to  be  roused.  He  divided  his  men  into  two  parties : 
Lieutenant  Wallingford  and  his  division  were  to 
set  fire  to  the  shipping  on  the  north  side  of  the 
harbor,  while  Paul  Jones  led  his  men  to  the 
south. 

Nearly  three  hundred  vessels  lay  side  by  side 
in  the  dry  basin.  A  few  fires  kindled  among  them 
would  have  wrapped  them  in  flames.  But  "  by 
the  strangest  fatality,"  as  Jones  says,  the  candles 
of  the  two  parties  burned  out  while  he  was  scaling 
the  walls  of  the  forts  and  spiking  the  guns. 
Finally  a  light  was  obtained  from  a  neighboring 
house,  and  while  the  alarmed  inhabitants  were 


236  VICE-ADMIRAL  PAUL  JONES 

gathering  on  all  sides,  a  ship's  hold  was  set  on 
fire.  The  flames  leaped  up  the  hatchway  and 
spread  to  masts  and  rigging.  It  was  too  late  to 
attempt  more.  The  town  was  thoroughly  aroused, 
and  it  was  now  broad  daylight.  Jones  and  his 
men  gained  their  boats  and  rowed  back  to  the 
Ranger. 

Not  contented  with  his  attack  on  Whitehaven, 
Jones  stood  over  for  the  south  shore  of  Scotland, 
where,  on  St.  Mary's  Isle,  lay  the  castle  of  the 
Earl  of  Selkirk.  The  raid  he  proposed  was  in 
true  buccaneer  style,  and  for  once  his  hot  spirit 
of  brigandage  went  beyond  the  limits  of  a  naval 
officer's  commission.  To  surprise  the  castle,  kid- 
nap the  earl,  and  carry  him  off  as  hostage  for  the 
good  treatment  of  American  prisoners  was  an 
original  but  hardly  a  warlike  enterprise.  The 
attempt  failed,  as  the  earl  was  away,  but  the  crew 
were  allowed  to  carry  off  the  Selkirk  plate,  which 
Jones  returned  to  the  countess  five  years  later. 

On  the  morning  of  the  24th  of  April  the  Ranger 
was  off  Carrickfergus  on  the  north  coast  of  Ire- 
land. Inside  the  harbor,  and  preparing  to  come 
out,  was  the  Drake,  a  British  sloop-of-war  of 
twenty  guns.  Contrary  winds  and  an  incoming 
tide  made  her  slow  in  working  out,  and  meanwhile 
she  sent  one  of  her  boats  to  reconnoitre  the  strange 
sail  in  the  offing.  Lured  on  by  the  innocent-look- 
ing stern  of  the  Ranger,  the  British  boat  came 
within  hail,  and  alongside.  She  was  punished  for 


THE  BIRTH  OF  THE  AMERICAN  NAVY      237 

her  want  of  caution.  Her  officer  and  men  were 
promptly  made  prisoners. 

It  was  an  hour  before  sunset  when  the  Drake 
finally  weathered  the  point  and  came  within  hail 
in  mid-channel.  The  British  flag  was  run  up  on 
her  masthead,  and  at  the  same  moment  the  Ranger 
flung  out  the  stars  and  stripes.  In  answer  to  the 
hail,  "  What  ship  is  that  ? "  came  the  answer : 
"  The  American  continental  ship,  Ranger.  Come 
on  ;  we  are  waiting  for  you."  And  the  last  word 
of  the  answer  had  scarcely  died  away  before  it 
was  followed  by  a  raking  broadside  at  close  range. 
There  was  now  no  doubt  left  as  to  the  character 
of  the  strange  ship  and  her  commander.  She  was 
the  dashing  sloop  that  had  coolly  made  her  way 
into  the  heart  of  Whitehaven  harbor,  and  her 
commander  was  the  audacious  Paul  Jones,  daring 
to  plan  and  swift  to  execute. 

The  Drake  bore  up  and  poured  her  answer  back. 
Then  for  an  hour  and  five  minutes  the  action  was 
"warm,  close,  and  obstinate."  Broadside  after 
broadside  followed  one  another  in  quick  succession, 
but  the  gunnery  of  the  Ranger's  men  was  far 
superior  to  that  of  their  antagonists.  Jones,  in 
speaking  of  the  efficiency  of  his  men,  says :  "  Every 
shot  told,  and  they  gave  the  Drake  three  broadsides 
for  two,  right  along.  ...  It  was  pure  and  simple 
broadsiding  at  close  range.  .  .  .  The  enemy's  fire 
was  spirited,  but,  for  a  king's  ship,  very  in- 
effective." 


238  VICE-ADMIRAL  PAUL  JONES 

In  an  hour's  time  the  Drake  was  almost  a  wreck. 
Her  spars  and  rigging  were  crippled,  her  sails 
cut  to  pieces,  two  ensigns  shot  away,  her  masts 
and  yards  shattered,  her  captain  killed,  and  num- 
bers of  her  men  wounded.  When  she  had  .become 
"  an  unmanageable  log  on  the  water  "  she  struck 
her  flag  and  was  boarded  by  the  Ranger's  men. 

The  capture  of  the  Drake  was  the  first  marked 
naval  success  of  the  war.  That  a  British  war 
vessel  had  surrendered  to  one  of  equal  or  inferior 
force  fighting  under  the  American  flag,  was  in 
itself  a  moral  victory  greater  than  the  material 
advantage  won,  even  though  British  authorities 
claim  that  the  Drake  was  "not  in  a  fit  state  for 
actual  .service."  The  ships  themselves  were  small 
and  unimportant,  but  the  results  were  large  in 
comparison.  The  victorious  cruise  of  the  Ranger 
in  British  waters,  the  seizure  of  prizes,  the  daring 
though  unsuccessful  surprise  of  Whitehaven  har- 
bor, when  the  destruction  of  an  enormous  quantity 
of  valuable  shipping  failed  only  through  the  in- 
competency  of  under  officers,  the  final  action  and 
capture  of  the  Drake,  formed  a  brilliant  and  dra- 
matic de"but  of  the  new-born  navy.  It  aroused  and 
alarmed  the  British  coast,  and  filled  all  Englishmen 
with  indignation  and  surprise.  It  gratified  and 
won  the  admiration  of  France,  the  foe  of  Britain 
and  friend  of  the  new  republic.  And  it  gave 
authority,  confidence,  and  vitality  to  the  young 
and  still  undeveloped  naval  power  that  was 


1) 

-C 


-a 

c 


SP 


THE  BIRTH  OF  THE  AMERICAN  NAVY     239 

measuring  its  strength  with  the  firmly  established 
mistress  of  the  sea.  It  was  with  a  natural  and 
pardonable  feeling  of  professional  pride  that  Paul 
Jones  looked  forward  to  his  return  to  Brest,  leading 
the  trophy  of  his  victory. 

Fair  weather  and  moderate  winds  on  the  morn- 
ing of  the  25th  made  easy  the  work  of  repairing 
the  Ranger  and  patching  up  the  Drake  for  the 
return  voyage.  Sailing  southward  through  St. 
George's  Channel,  Jones  made  his  way  to  the 
French  coast,  accompanied  by  his  war  prize  and 
a  large  merchant  brigantine  captured  on  the  last 
day.  He  arrived  in  the  roads  of  Brest  on  the 
8th  of  May,  less  than  a  month  after  he  had  first 
put  to  sea. 

At  Brest  he  was  received  in  triumph.  Hostili- 
ties had  opened  between  France  and  Great  Britain, 
the  great  French  fleet  had  been  placed  on  a  war 
footing,  and  to  the  officers  of  Count  d'Orvilliers's 
squadrons  the  arrival  of  the  first  war  prize  was  an 
event  of  curiosity,  interest,  and  congratulation. 
Paul  Jones  became  the  hero  of  the  hour,  applauded 
and  admired  by  the  court  and  the  people. 

Weeks  and  months  of  trouble  and  uncertainty 
were,  however,  to  follow  on  the  heels  of  his  suc- 
cess. His  first  care  was  to  provide  for  the  urgent 
necessities  of  his  crew,  to  feed  and  clothe  his  men 
and  prisoners,  and  to  repair  his  ship.  Thrown 
entirely  upon  his  own  resources  through  the 
poverty  of  the  continental  government  and  the 


240  VICE-ADMIRAL  PAUL  JONES 

dishonoring  of  his  draft  by  the  commissioners, 
he  sold  his  merchant  prize  in  disregard  of  prece- 
dent and  law,  and  with  the  proceeds  provided 
food  for  his  men  and  supplies  for  his  ship. 

"  I  am  sure  I  will  succeed  in  the  end,"  he  had 
said,  and,  in  all  the  months  of  disheartening  trials 
that  were  to  follow,  it  was  this  spirit  of  uncon- 
querable pluck  and  tenacity  that  carried  him  over 
every  obstacle.  He  never  surrendered,  either  to 
the  enemy,  or  to  the  chances  of  fortune,  or  to  moral 
opposition.  And  when  he  was  forced,  in  compli- 
ance with  an  order  received  from  Congress  before 
leaving  America,  to  hand  over  the  command  of 
the  Ranger  to  her  first  lieutenant,  Simpson,  he 
still  did  not  despair  or  repine.  When  the  Drake 
set  sail  for  home  early  in  the  fall  of  1778,  Paul 
Jones  was  left  in  a  foreign  land  with  no  command 
and  no  prospect  of  a  ship. 


CHAPTER   XX 

THE  "BON  HOMME  RICHARD" 

WITH  Paul  Jones,  to  live  meant  to  fight  and  to 
succeed.  Failure  meant  to  fight  and  to  die.  His 
present  struggle  was  for  a  ship  or  a  squadron, 
and  he  had  against  him  countless  intangible  foes : 
the  poverty  of  the  American  commissioners,  the 
limited  resources  of  the  French  marine  and  prefer- 
ence given  to  regular  French  officers,  the  fierce 
jealousy  of  the  younger  officers  in  the  French  navy, 
cabals,  spies,  and  secret  hostility.  These  were 
some  of  the  "  hindrances  "  that  beset  his  path,  and 
some  of  the  "  sinister  facts "  with  which  he  had 
to  contend.  But  even  then  he  could  still  write  :  — 

"  Though  my  efforts  to  obtain  a  small  squadron 
have  not  met  with  the  success  I  had  hoped  for,  I 
still  hope  and  will,  as  always,  persevere." 

Unsupported  and  unassisted  by  his  own  govern- 
ment, alone  in  a  foreign  country,  begging  for 
foreign  help,  he  had  at  least  two  powerful  friends 
—  the  Duke  de  Chartres,  eldest  son  of  the  Duke 
d'Orleans,  and  his  wife,  the  Duchess  de  Chartres. 
By  their  advice  he  finally  made  a  direct  appeal  to 
the  king  of  France,  and  as  a  result  of  this  appeal 

241 


242  VICE-ADMIRAL   PAUL  JONES 

received  a  letter  from  the  minister  of  marine, 
announcing  that  "  His  Majesty  has  thought  proper 
to  place  under  your  command  the  ship  Le  Duras, 
of  forty  guns,  now  at  L'Orient." 

Being  thus  provided  with  a  ship  by  the  king, 
and  with  generous  financial  help  by  the  Duchess 
de  Chartres,  Paul  Jones  at  once  entered  with  char- 
acteristic energy  and  enthusiasm  on  the  task  of 
preparing  for  a  cruise.  The  Duras,  an  old  East 
Indiaman  that  had  seen  hard  service,  needed  com- 
plete overhauling  and  equipping.  Three  months 
were  consumed  in  preparing  her  for  her  new  use 
and  destination,  and  in  enlisting  a  crew.  Even 
then  she  was  nothing  better  than  a  makeshift;  her 
batteries  were  mounted  with  the  refuse  guns  of 
the  French  government,  the  only  ones  obtainable, 
and  her  crew  was  mostly  foreign.  Of  the  three 
hundred  and  seventy-five  men  whom  Jones  was 
able  to  collect,  only  fifty  were  Americans,  the  rest 
were  French,  Portuguese,  and  British.  But,  before 
the  final  date  of  sailing,  the  exchange  of  British 
and  American  prisoners  of  war  gave  him  the  op- 
portunity of  replacing  some  of  his  alien  seamen  by 
one  hundred  and  fourteen  Americans. 

It  was  August  when  all  arrangements  were  com- 
pleted, and  the  Duras,  whose  name  had  been 
changed  by  Jones  to  the  Bon  Homme  Richard,  out 
of  compliment  to  Benjamin  Franklin,  was  converted 
into  a  40-gun  man-of-war  ready  for  sea.  Jones 
writes  of  it :  "I  might  have  a  better  ship,  and  my 


THE   "BON   HOMME   RICHARD"  243 

crew  would  be  better  if  they  were  all  Americans. 
But  I  am  truly  grateful  for  ship  and  crew  as  they 
are." 

The  squadron  that  sailed  from  L'Orient  under 
the  command  of  Commodore  Jones  counted,  be- 
sides the  Richard  which  was  the  chief  and  largest 
ship,  the  Alliance,  Captain  Landais,  a  36-gun 
frigate,  the  Pallas,  a  28-gun  frigate,  and  the 
Vengeance,  a  12-gun  brig.  These  ships  were 
commanded  by  French  officers,  and  manned 
chiefly  by  French  sailors.  All  excepting  the 
Alliance  belonged  to  the  king  of  France,  and 
French  money  paid  the  expenses  of  the  expedition. 
Yet  the  ships  sailed  and  the  men  fought  under  the 
American  flag,  and  the  French  officers  were,  for 
the  time,  commissioned  officers  of  the  United 
States.  The  commander-in-chief  of  this  motley 
armament  was  looked  upon  by  the  regular  officers 
of  the  French  navy  as  little  more  than  an  adven- 
turer. It  can  readily  be  understood  that  under 
these  circumstances  the  spirit  among  both  officers 
and  men  was  one  of  discontent,  jealousy,  sullen- 
ness,  and  insubordination. 

Even  these  heterogeneous  and  ill-assorted  ele- 
ments might  have  been  held  in  check  by  the 
unfettered  and  resolute  control  of  a  commander- 
in-chief  with  full  liberty  of  action,  But  Paul 
Jones  found  himself  limited  in  his  powers  and 
handicapped  from  the  start.  He  was  forced  to 
sign  an  agreement,  or  concordat,  which  obliged 


244  VICE-ADMIRAL  PAUL  JONES 

him  to  ask  the  advice  of  his  captains  instead  of 
imposing  on  them  his  authority,  and  which  practi- 
cally gave  each  captain  the  power  to  act  indepen- 
dently. Jones  writes  with  some  bitterness:  "I 
have  no  real  right  to  consider  my  flag-ship  any- 
thing more  than  a  convenient  rendezvous  where 
the  captains  of  the  other  ships  may  assemble  when- 
ever it  pleases  them  to  do  so,  for  the  purpose  of 
talking  things  over  and  agreeing  —  if  they  can 
agree  —  upon  a  course  of  sailing  or  a  plan  of 
operations  from  time  to  time." 

After  making  a  false  start  from  L' Orient,  and 
having  to  regain  port  for  repairs,  the  squadron 
finally  set  sail  from  the  road  of  Groiax  "  at  day- 
break on  the  14th  of  August,"  1779.  The  pro- 
jected cruise  was  to  draw  a  circle  around  the 
British  Islands  and  end  at  the  Texel.  Heading 
for  the  west  coast  of  Ireland,  the  little  squadron 
sailed  across  the  entrance  to  the  English  Chan- 
nel and  cleared  the  southernmost  point  of  the  Irish 
coast.  The  capturing  of  merchant  prizes  laden 
with  cargoes  of  provisions,  the  desertion  of  twelve 
British  seamen  who  had  been  sent  ahead  in  a 
barge  to  tow  the  Richard  off  the  dangerous  reefs 
of  the  coast,  the  loss  of  Mr.  Lunt,  the  master  of 
the  Richard,  and  ten  seamen  who  had  pursued  the 
deserters  too  far  inshore,  the  open  insubordination 
and  revolt  of  Captain  Landais  of  the  Alliance  — 
these  were  the  incidents  that  marked  the  first 
days  of  the  cruise. 


THE   "BON   HOMME  RICHARD"  245 

Through  calms  and  gales  and  changing  winds 
Jones  worked  his  way  up  the  west  coast  of  Scot- 
land, and  then  beat  down  the  east  coast  as  far  as 
the  Firth  of  Forth.  Two  letters  of  marque  were 
captured  in  this  run,  manned,  and  sent  to  friendly 
ports.  The  Alliance,  meanwhile,  had  separated 
from  the  squadron,  her  captain,  Landais,  having 
long  ceased  to  regard  signals  or  even  to  consult 
with  the  commander-in-chief  and  the  other 
captains. 

On  the  evening  of  the  13th  of  September  the 
Richard  sighted  the  hills  of  Cheviot,  and  on  the 
following  day  captured  two  small  prizes.  From 
them  Jones  learned  that  the  road  of  Leith  was 
undefended  except  by  an  armed  ship  of  twenty 
guns  and  two  or  three  cutters.  He  at  once  deter- 
mined to  surprise  the  port  and  levy  a  contribution 
on  the  town  or  reduce  it  to  ashes.  A  swift  attack 
with  a  favorable  wind  would  undoubtedly  have 
resulted  in  success.  But  Jones  was  obliged  to 
call  on  board  the  captains  of  the  Pallas  and  the 
Vengeance  and  communicate  his  plan.  Precious 
time  was  lost,  and  on  the  morning  of  the  17th, 
when  the  first  attempt  was  made,  a  fierce  storm 
prevented  the  lowering  of  the  boats  and  drove  the 
Richard  off  the  coast.  Captain  Cottineau  of  the 
Pallas,  unwilling  to  risk  a  second  venture  now 
that  the  alarm  was  given,  urged  the  commodore  to 
sail  southward  for  Spurn  Head.  Jones  acceded, 
though  keenly  disappointed  at  having  his  plan 


246  VICE-ADMIRAL  PAUL  JONES 

frustrated.  He  had,  at  least,  thoroughly  aroused 
the  entire  coast  of  Fife. 

A  sail  of  three  days  brought  the  squadron  to 
Spurn  Head,  and  on  the  22d  of  September  the 
news  of  what  was  to  turn  a  commonplace  and 
uneventful  cruise  into  one  of  the  most  stirring  and 
wide-famed  ones  in  history  was  brought  to  the 
commodore  by  the  Vengeance.  The  large  Baltic 
fleet  laden  with  valuable  naval  stores  for  Great 
Britain  had  arrived  under  convoy,  and  lay  waiting 
in  Bridlington  Bay  for  a  favorable  wind  to  carry 
it  to  the  Downs. 

The  moment  for  which  Paul  Jones  had  worked 
and  passionately  longed  had  come  at  last.  His 
"  hope  of  performing  some  essential  service  "  was 
to  be  realized.  With  the  chance  of  his  life  before 
him,  he  was  all  energy  and  decision.  Signalling 
his  consorts  to  follow  him,  he  headed  northward 
for  Flamborough  Head.  The  run  was  made  during 
the  night  of  the  22d,  and  the  following  morning 
found  him  north  of  Bridlington  Bay,  beating  up 
against  a  light  southwest  wind.  It  was  slow  work, 
and  the  Richard  was  still  twelve  miles  out  to  sea 
when  the  entire  Baltic  fleet  sailed  out  of  the  bay, 
running  for  the  shelter  of  Scarborough  and  keep- 
ing close  to  the  land. 

From  the  masthead  of  the  Richard  flew  the  sig- 
nal for  a  general  chase.  Then  the  merchant  ships 
crowded  sail,  and  the  two  escort  ships  stood  out  to 
protect  them;  it  was  their  evident  intention  to 


THE   "BON   HOMME   RICHARD"  247 

engage  the  strange  vessels  that  threatened  the 
convoy.  In  answer  to  this  manoeuvre  Commodore 
Jones  bore  down  under  press  of  sail  and  signalled 
his  squadron  to  form  for  battle.  Only  the  Pallas 
answered.  The  Alliance  paid  no  heed  and  kept 
seaward.  The  little  Vengeance  had  already  received 
the  order,  "  Lie  to,  as  you  are ;  you  are  not  big 
enough  to  bear  a  hand  in  this." 

The  two  British  escort  ships  were  the  Serapis,  a 
new  44-gun  frigate,  and  the  sloop-of-war  Countess 
of  Scarborough.  Captain  Cottineau  of  the  Pallas 
gave  chase  to  the  sloop  which  was  running  out 
to  leeward  to  protect  the  convoy,  and  during 
the  coming  fight  he  was  fully  occupied  in  captur- 
ing and  manning  her.  Paul  Jones  was  thus 
left  single-handed  on  an  old,  half-rotten  makeshift 
of  a  ship,  a  slow  sailer  and  difficult  to  handle,  with 
a  crew  mostly  foreign,  and  with  worn-out  guns,  to 
face  an  antagonist  fresh  from  the  stocks,  armed 
with  a  double  battery  and  mounting  new  and 
heavy  guns,  of  superior  sailing  powers  and  handy 
to  manoeuvre,  manned  by  a  perfectly  trained  crew, 
and  commanded  by  Captain  Pearson,  a  man  of 
undoubted  skill  and  courage. 

Yet  with  these  almost  overwhelming  disadvan- 
tages Jones  was  eager  to  meet  his  foe,  and  crowded 
every  possible  sail  so  as  to  reach  him  before  night. 
It  was  seven  o'clock  in  the  evening  before  he  came 
within  pistol  shot.  As  the  Richard  approached, 
Captain  Pearson  tried  to  make  out  her  rate ;  his 


248  VICE-ADMIRAL  PAUL  JONES 

first  hail  received  no  answer,  and  finally,  after 
scanning  her  with  his  night-glass,  he  said  to  his 
first  lieutenant:  "  It  is  probably  Paul  Jones.  If  so, 
there  is  work  ahead ! "  His  second  hail  was 
answered  by  a  broadside. 

The  ships  had  closed  to  within  six  hundred  feet 
of  each  other.  A  steady,  light  wind  blew  from 
the  southwest.  The  sea  was  smooth.  In  the  clear 
evening  sky  the  harvest  moon  had  just  risen. 

Almost  simultaneously  with  the  first  broadside 
from  the  Richard  came  an  answering  one  from  the 
Serapis.  Jones  writes,  in  his  report  to  Dr.  Frank- 
lin, "  The  battle  being  thus  begun  was  continued 
with  unremitting  fury."  Broadside  followed 
broadside  as  the  two  ships  drifted  with  the  light 
southwest  wind  at  about  a  cable's  distance  from 
each  other.  At  the  first  fire  two  of  the  six  old 
eighteen-pounders  on  the  lower  gun-deck  of  the 
Richard  burst  and  caused  fearful  damage.  They 
formed  part  of  the  battery  that  Jones  had  impro- 
vised in  the  steerage,  under  the  main  deck,  aft,  and 
were  worn-out  guns  declared  unfit  for  service  by 
the  French  authorities.  The  explosion  killed  and 
wounded  most  of  the  men  belonging  to  the  gun- 
crew, and  demoralized  the  remainder,  who  refused 
to  work  the  other  eighteen-pounders.  The  lower 
gun-deck  was  then  abandoned,  and  the  broad- 
siding  power  of  the  Richard  was  thus  at  the 
outset  reduced  to  one-third  less  than  that  of  the 
Serapis. 


THE   "BON   HOMME   RICHARD"  249 

Jones  at  once  saw  that  his  only  hope  was  to 
grapple  with  the  enemy.  The  heavy  and  well- 
trained  fire  from  the  lower  tier  eighteen-pounders 
on  the  British  ship  made  fearful  havoc.  Man 
after  man  on  the  Richard's  gun-deck  dropped  at 
his  post,  and  several  guns  were  silenced. 

Drifting  together  as  they  advanced,  the  two 
ships  slowly  closed,  and  a  false  manoeuvre  of  the 
Serapis  brought  her  within  reach  of  the  musketry 
from  the  Richard's  tops.  At  this  moment  Jones 
almost  succeeded  in  closing  with  his  antagonist 
and  holding  her  fast  with  his  grapnels;  but  the 
lines  gave  way,  and  the  ships  drifted  apart. 

The  broadsiding  was  now  renewed  with  fearful 
effect  on  the  rotten  timbers  and  the  light  metal 
of  the  Richard.  Nine  of  her  twelve-pounders  had 
been  abandoned,  eighty  men  of  the  main  battery 
had  been  killed  or  wounded.  The  condition  of 
the  deck  was  terrible.  Only  five  guns  were  still 
in  working  order.  Affairs  below  were  even  more 
alarming.  The  hull  had  been  pierced  by  several 
eighteen-pound  shot,  and  the  water  was  pouring 
into  the  hold  ;  it  was  already  four  feet  deep  and 
was  increasing.  The  ship  had  sunk  two  feet. 

At  this  point  Commodore  Jones  exclaimed  to 
his  first  lieutenant,  Richard  Dale :  "  Dick,  his  metal 
is  too  heavy  for  us  at  this  business.  He  is  hammer- 
ing us  all  to  pieces.  We  must  close  with  him  ;  we 
must  get  hold  of  him  !  " 

It  was  his  last  chance,  his  only  hope.      By  a 


250  VICE-ADMIRAL  PAUL  JONES 

skilful  manoeuvre  he  rounded  the  bows  of  the 
Serapis  and  closed  with  her  to  within  a  hundred 
feet.  The  enemy's  jib-boom  ran  over  the  Richard's 
poop-deck,  was  caught  in  her  starboard  mizzen-rig- 
ging  and  was  lashed  fast  to  the  mizzenmast  by  the 
commodore  himself.  The  two  ships  lay  alongside  of 
each  other,  their  yards  entangled,  "and  the  cannon 
of  each  ship  touching  the  opponent's."  The  star- 
board anchor  of  the  Serapis  hooked  in  the  Richard's 
mizzen  chains,  and  the  antagonists  swung  together, 
grappled  and  locked  in  a  firm  embrace. 

Commodore  Jones  had  attained  his  object.  It 
was  time  to  profit  by  it.  During  this  last  manoeu- 
vre the  main  battery  had  been  completely  silenced 
and  abandoned,  while  the  great  guns  of  the  enemy's 
lower  tier  were  smashing  and  crushing  and  driv- 
ing in  beams  and  planking.  Only  three  of  the 
quarter-deck  nine-pounders  were  still  serviceable. 
Mr.  Mease,  who  commanded  them,  was  severely 
wounded  in  the  head.  The  French  marines  had 
lost  their  captain,  and  their  lieutenants  lay  mor- 
tally wounded.  The  rank  and  file  were  discouraged 
and  wavering.  At  this  crisis  Paul  Jones  sprang 
on  to  the  quarter-deck  and  became  at  once  the  life 
and  centre  of  the  defence.  He  rallied  the  men  at 
the  battery,  shifted  over  one  of  the  guns  himself, 
and  directed  the  fire.  Then  he  dashed  among  the 
French  marines  "like  a  tiger  among  calves,"  cheered 
and  exhorted  them  in  their  own  tongue  with  his 
great  voice,  and  even  took  the  loaded  muskets 


THE   "BON   HOMME   RICHARD"  251 

from  their  hands  and  set  them  an  example  of  good 
firing.  His  French  orderly  of  the  day,  writing  an 
account  of  the  battle,  says  :  — 

"  They  responded  instantly  to  him.  In  an  in- 
stant they  were  filled  with  courage.  The  indom- 
itable spirit,  the  unconquerable  courage  of  the 
commodore  filled  every  soul,  and  every  one  who 
saw  his  example  or  heard  his  voice  became  as  much 
a  hero  as  himself.  At  that  moment  the  fate  of  the 
combat  was  decided.  Such  was  the  power  of  one 
heart  that  knew  no  fear.  Such  the  influence  of 
one  soul  that  knew  the  meaning  of  no  other  word 
than  conquest." 

The  sole  chance  of  victory  lay  in  clearing  the 
enemy's  decks  ;  everything  depended  on  the  un- 
swerving aim  of  the  sailors  in  the  tops  and  the 
marines  on  the  decks.  If  the  enemy  should  suc- 
ceed in  casting  off  the  lashings  that  held  the  ships 
together,  the  fate  of  the  Richard  would  be  sealed. 
The  commodore  bent  all  his  energies  to  the  defence 
of  this  grapple  and  to  clearing  the  exposed  decks. 
The  enemy  could  no  longer  stand  to  his  wheel  or 
handle  his  sails.  "It  was  instant  death  to  any 
English  sailor  that  tried  to  touch  a  brace,  sheet, 
or  halliard."  Their  forecastle  was  finally  aban- 
doned by  officers  and  men. 

The  ships  had  grappled  at  eight  o'clock.  Dur- 
ing all  this  time  the  Alliance  had  not  been  seen. 
At  last,  at  half-past  nine  o'clock,  she  appeared,  and 
Jones  thought  that  the  battle  was  over ;  with  her 


252  VICE-ADMIRAL  PAUL  JONES 

aid  he  could  not  fail  to  win.  To  his  surprise  and 
indignation  Landais  discharged  a  full  broadside 
into  the  stern  of  the  Richard.  The  commodore 
could  not  credit  the  Frenchman's  treachery.  He 
showed  his  signal  of  three  lanterns  in  a  horizontal 
line.  Still  the  Alliance  passed  slowly  round,  firing 
deliberately  into  her  consort's  head,  stern,  and 
broadside.  There  was  no  possibility  now  of  a 
mistake;  it  was  clearly  treachery.  Several  men 
on  the  Richard  were  killed,  a  number  of  shot 
pierced  her  sides  below  water,  the  leak  increased, 
and  the  water  gained  in  the  hold. 

Some  of  his  officers  tried  to  persuade  Jones  to 
strike,  but  his  fierce  resolve  never  to  surrender 
still  upheld  him.  Earlier  in  the  action  one  of  the 
under-officers,  crazed  with  fear,  called  for  quarter. 
The  ensign  had  already  been  cut  away  by  a  shot, 
and  hearing  the  cry,  Captain  Pearson  hailed  the 
commodore  and  asked  if  he  demanded  quarter. 
Jones  replied  vehemently  that  he  had  only  just 
begun  to  fight.  Afterward  Pearson,  during  his 
court-martial,  said  of  this  incident:  "This  I  at 
first  thought  to  be  mere  bravado  on  his  part.  But 
I  soon  perceived  that  it  was  the  defiance  of  a  man 
desperate  enough,  if  he  could  not  conquer,  to  sink 
with  his  ship  alongside." 

The  condition  of  the  Richard  was  indeed  des- 
perate. Fire  had  broken  out  in  the  lower  deck, 
and  the  flames  spread  among  the  splinters  and 
wreckage  to  within  a  few  feet  of  the  magazine. 


THE  "BON  HOMME  RICHARD"  253 

Five  feet  of  water  were  in  the  hold,  and  the  ship 
was  slowly  sinking.  The  master-at-arms,  who  was 
guarding  more  than  two  hundred  British  prisoners 
taken  on  prizes  and  confined  below  decks,  thought 
the  Richard  was  sinking  and  let  them  loose.  Only 
fifty  escaped,  and  these,  with  savage  irony  and 
marvellous  presence  of  mind,  Jones  set  to  work  on 
the  pumps. 

The  resources  of  the  commodore  were  not  yet 
exhausted.  Although  the  enemy's  upper  decks 
had  been  cleared,  his  lower  tier,  being  covered, 
was  still  untouched.  Jones  now  suggested  the 
idea  of  dropping  hand-grenades  through  his  main 
hatch  into  the  lower  tier.  The  acting  gunner, 
Midshipman  Fanning,  and  two  seamen  were 
ordered  to  lay  aloft  to  the  maintop.  Armed  with 
two  buckets  of  grenades  and  a  slowmatch,  the 
four  lay  out  on  the  yard-arm.  The  hatch  was  only 
partly  open,  and  the  hole  not  more  than  two  feet 
wide,  but  the  main  yard-arm  of  the  Richard  over- 
hung it,  and  at  the  third  trial  Fanning  succeeded 
in  his  aim.  A  fearful  explosion  followed  the 
throw  of  the  hand-grenade,  the  hatch  of  the 
Serapis  was  blown  open,  fifty  men  were  killed  or 
maimed,  and  the  after  part  of  the  lower  tier 
silenced. 

It  was  at  this  point  during  the  last  scenes  of  the 
desperate  fight  that  the  Alliance  bore  down  for  the 
second  time  until  within  musket-shot  of  the  Rich- 
ard, and  again  raked  the  shattered  and  sinking 


254  VICE-ADMIRAL  PAUL  JONES 

ship  that  was  flying  her  own  colors.  Fired  at 
alike  by  friend  and  foe,  it  seemed  hopeless  to  per- 
sist, but  Jones  still  held  his  last  card  in  reserve. 
Seeing  that  the  mainmast  of  the  Serapls  wavered, 
and  that  the  enemy  was  beginning  to  flinch,  he 
ordered  a  picked  party  of  boarders  to  stand  in 
readiness  for  the  signal,  armed  with  cutlasses  and 
pistols,  under  the  command  of  Acting  Lieutenant 
John  Mayrant.  At  last  the  signal  was  given,  and 
they  went  over  the  rail. 

The  thirty  desperate  sailors  who  formed  the 
boarding  party  plunged  over  the  hammock  netting 
and  down  into  the  fore  part  of  the  Serapis.  Meet- 
ing with  little  opposition,  they  were  soon  in 
complete  possession  and  rushing  toward  the  quar- 
ter-deck. Captain  Pearson,  seeing  the  hopeless- 
ness of  resistance,  himself  struck  his  flag. 

Both  ships  were  on  fire,  and  the  smoke,  envelop- 
ing them  in  a  dense  cloud,  increased  the  confusion 
twofold.  It  was  some  time  before  either  side  real- 
ized the  situation.  The  first  lieutenant  of  the 
Serapis,  coming  up  from  below,  asked  Captain 
Pearson,  "Has  the  enemy  struck,  sir?"  Pearson 
replied,  "  No,  sir ;  I  have  struck." 

It  was  half -past  ten  o'clock  on  the  night  of  the 
23d  of  September,  1779,  when,  for  the  first  time, 
the  British  flag  on  a  man-of-war  was  struck  to  the 
stars  and  stripes. 

There  was  still  much  work  to  be  done.  The 
victorious  Richard,  a  mass  of  wreckage,  was  fast 


THE   "BON   HOMME   RICHARD"  255 

sinking.  She  had  seven  feet  of  water  in  her  hold; 
the  pumps,  still  manned  by  the  British  prisoners, 
were  beginning  to  be  choked,  and  several  shot- 
holes  were  below  the  water  line.  Only  one  hun- 
dred unwounded  men  of  her  crew  were  left  on 
board,  nearly  every  gun  was  dismounted,  her  star- 
board side  was  completely  driven  in,  and  the 
flames  were  fast  destroying  the  rest. 

Nathaniel  Fanning  writes :  "  Such  was  the  con- 
dition of  the  Richard  when,  sinking  and  on  fire, 
she  was  still  the  conqueror,  and  could  by  signal 
command  the  ship  that  had  destroyed  her.  Noth- 
ing like  this  has  ever  been  known  in  the  annals  of 
naval  warfare." 

During  the  day  after  the  battle  all  the  wounded, 
to  the  number  of  a  hundred  and  twenty,  were 
removed  to  the  Serapis,  the  prisoners  were  also 
transferred,  but  there  was  no  time  to  save  any  of 
the  ship's  stores.  Early  on  the  morning  of  the 
25th  of  September  the  Richard  sank.  Commodore 
Jones,  in  his  journal,  says  :  "  No  one  was  now  left 
aboard  the  Richard  but  our  dead.  .  .  .  Our  torn  and 
tattered  flag  was  left  flying  when  we  abandoned 
her.  As  she  plunged  down  by  the  head  at  the 
last,  her  taffrail  momentarily  rose  in  the  air;  so 
the  very  last  vestige  mortal  eyes  ever  saw  of  the 
Bon  ffomme  Richard  was  the  defiant  waving  of 
her  unconquered  and  unstricken  flag  as  she  went 
down." 

The  situation  after  the  sinking  of  the  Richard 


256  VICE-ADMIRAL  PAUL  JONES 

was  appalling.  The  Serapis  had  lost  her  mainmast ; 
only  one  hundred  and  fifty  men  of  the  victorious 
crew  were  fit  for  service,  and  on  them  fell  the  work 
of  repairing  and  manning  the  disabled  Serapis,  car- 
ing for  two  hundred  and  forty  wounded,  and  guard- 
ing three  hundred  and  twenty-two  British  prisoners. 
The  little  squadron  consisted  of  the  Serapis,  the 
Pallas  with  her  prize,  the  Duchess  of  Scarborough, 
and  the  Vengeance,  nearly  all  more  or  less  battered. 
They  were  off  the  enemy's  coast,  now  thoroughly 
aroused,  and  several  large  men-of-war  were  on  their 
track  and  looking  for  them.  Fortunately  a  fog  hid 
them  and  covered  their  movements,  and  then  a  stiff 
southwester  began  to  blow  off  the  coast. 

Driven  before  the  gale  into  the  North  Sea,  for 
five  days  the  crippled  ships  were  tossed  and  beaten 
on  the  waves.  One  of  those  on  board  writes  :  "  In 
the  common  danger  enmity  was  forgotten  and  every 
one  who  could  walk  worked  with  a  will  to  save  the 
ship  and  their  own  lives."  On  the  fifth  day  the 
wind  abated  and  shifted  to  the  northwest.  Jones 
shaped  his  course  for  the  coast  of  Holland,  and  ran 
into  the  Texel,  where  he  anchored  on  the  3d  of 
October. 


CHAPTER  XXI 
FRENCH  AND  RUSSIAN  HONORS 

PAUL  JONES  arrived  in  Holland  to  be  met  by 
complicated  troubles  and  diplomatic  vexations. 
His  first  care  was  to  deal  with  the  rebellious  cap- 
tain of  the  Alliance,  who  had  cast  anchor  in  the 
Texel  twenty-four  hours  before  the  commodore 
sailed  into  the  Dutch  port.  Laridais  was  at  once 
suspended,  and  the  command  of  the  Alliance 
given  to  Degge,  her  first  lieutenant.  His  next 
duty  was  to  provide  for  the  one  hundred  and  fifty 
wounded  British  prisoners  on  board  the  Serapis 
and  Pallas.  After  an  appeal  to  the  States-Gen- 
eral, permission  was  granted  him  to  land  the 
wounded  and  have  them  cared  for  in  Texel  Fort. 

Meanwhile  the  British  ambassador  at  the 
Hague,  Sir  Joseph  Yorke,  was  addressing  memo- 
rials to  the  Dutch  government,  demanding  the  im- 
mediate seizure  and  restitution  of  the  two  British 
prizes  that  had  been  taken  by  "a  certain  Paul 
Jones  .  .  .  rebel,  pirate,  and  state  criminal."  In 
the  long  diplomatic  correspondence  that  followed, 
Commodore  Jones  gave  proof  of  his  cool  judg- 
ment, calm,  legal  mind,  and  masterly  handling  of 
delicate  international  questions. 

257 


258  VICE-ADMIRAL  PAUL  JONES 

The  result  was  a  resolution  passed  by  the  States- 
General  in  which  they  refused  to  consider  Paul 
Jones  as  a  pirate  or  otherwise,  and  urged  him  to 
"depart  with  his  prizes  as  soon  as  wind  and 
weather  would  permit."  But  this  was  not  all. 
Having  settled  with  the  Dutch  authorities,  Jones 
was  next  confronted  by  the  representatives  of 
France,  who  claimed  the  Serapis  as  a  French  prize. 
In  the  final  outcome  he  was  obliged  to  leave  behind 
the  Pallas,  Vengeance,  and  Countess  of  Scarborough, 
and  to  give  up  the  Serapis,  reserving  for  himself 
only  the  American  ship  Alliance. 

On  the  25th  of  December  Commodore  Jones 
hoisted  his  flag  on  the  Alliance  and  prepared  to  put 
to  sea.  But  the  British  had  not  satisfied  them- 
selves with  protests  and  correspondence.  A  squad- 
ron of  seven  sail  was  blockading  the  entrance  to 
the  Helder.  Jones  could  not  get  out  "  except  by 
running  their  gauntlet,"  and  there  seemed  little 
chance  of  escape.  But  he  watched  his  opportu- 
nity. "  On  Christmas  Day  an  easterly  gale  began, 
which  compelled  the  English  fleet  to  make  an  off- 
ing." With  the  wind  that  drove  the  British  off  the 
coast,  the  Alliance  sailed  out  of  the  harbor.  Jones, 
with  reckless  daring,  eluded  the  seven  blockading 
ships,  and  shaped  his  course  for  the  Straits  of 
Dover,  ran  within  full  view  of  the  British  fleet 
in  the  Downs,  and  on  the  following  day  passed 
within  range  of  the  Channel  fleet  off  Spithead, 
and  sighted  several  large,  two-decked  cruising 


FRENCH   AND  RUSSIAN  HONORS          259 

ships.  After  revictualling  his  ship  at  Corunna  on 
the  coast  of  Spain,  he  sailed  into  the  harbor  of 
L'Orient  on  the  10th  of  February,  1780. 

On  finding  that  the  skilful  and  audacious  Amer- 
ican commodore  had  escaped,  Sir  Joseph  Yorke 
vented  his  discontent  in  an  official  despatch,  in 
which  he  deplored  that  "  His  Majesty's  blockading 
squadron  had  apparently  been  driven  off  the  coast 
by  a  so-called  gale,  which  Captain  Jones  obviously 
regarded  as  only  a  fair-sailing  wind." 

During  the  following  months  Paul  Jones  over- 
saw the  complete  refitting  and  overhauling  of  the 
Alliance,  and  made  several  journeys  to  Paris  and 
Versailles.  During  one  of  these  absences,  when 
he  was  arranging  for  the  settlement  of  prize 
moneys,  the  disgraced  Landais  conspired  to  usurp 
the  command  of  the  Alliance,  seize  the  ship,  and 
take  her  out  to  sea.  Although  the  French  au- 
thorities were  ready  to  deal  with  the  mutineers, 
even  to  the  point  of  turning  the  guns  of  the  fort 
on  the  ship  and  sinking  her,  Jones  shrank  from  the 
horror  and  bloodshed,  and  allowed  the  ship  to  sail. 

The  summer  of  1780  was  divided  by  the  com- 
modore between  attempts  to  obtain  command  of 
the  Serapis  and  social  festivities  at  Paris.  His 
unexampled  victory  off  Flamborough  Head  had 
spread  the  prestige  of  his  name  throughput  the 
French  capital.  He  was  the  lion  in  the  highest 
circles  of  Parisian  society,  and  was  received  in  the 
most  exclusive  drawing-rooms  of  the  nobility.  Fetes 


260  VICE-ADMIRAL  PAUL  JONES 

and  honors  were  showered  upon  him.  The  king 
presented  him  with  a  gold-mounted  sword,  and 
conferred  on  him  the  Royal  Order  of  Military 
Merit,  and  the  rank  and  title  of  Chevalier. 

But  the  French  contented  themselves  with  con- 
ferring honors  on  the  American  hero,  and  while 
these  gratified  the  commodore's  vanity,  they  failed 
to  satisfy  his  vehement  and  consuming  longing  for 
another  opportunity  to  get  "alongside  the  enemy." 
After  repeated  attempts  to  obtain  the  command 
of  a  ship  or  a  squadron,  and  repeated  failures 
through  the  cabals  of  French  officers,  Paul  Jones 
finally  sailed  in  the  Ariel  for  the  United  States 
on  the  18th  of  December,  1780,  and  two  months 
later  anchored  at  Philadelphia. 

On  his  return  to  America  as  the  conqueror  and 
hero  of  one  of  the  fiercest  naval  battles  in  history, 
and  the  only  officer  who  had  won  brilliant  naval 
victories  in  our  war  of  independence,  Paul  Jones 
was  treated  with  distinguished  honor  and  marked 
favors.  From  Congress  he  received  a  vote  of 
thanks  "for  the  zeal,  prudence,  and  intrepidity" 
with  which  he  had  supported  "the  honor  of  the 
American  flag,"  and  the  eminent  services  by 
which  he  had  "added  lustre  to  the  American 
arms."  General  Washington  sent  him  a  personal 
letter  of  congratulation  and  esteem.  And  on  the 
26th  of  June  he  was  appointed  to  the  command 
of  the  America,  a  large  74-gun  line-of-battle  ship 
then  building  at  Portsmouth. 


FRENCH  AND  RUSSIAN  HONORS         261 

Great  as  was  his  satisfaction  at  the  important 
command  conferred  upon  him,  Paul  Jones  was  not 
destined  to  assume  his  new  duties.  After  he  had 
directed  the  work  of  the  America's  construction, 
and  had  seen  her  successfully  launched,  she  was 
suddenly  snatched  from  his  grasp.  Early  in  the 
month  of  September,  Congress  voted  that  the  newly 
built  ship  be  given  to  the  king  of  France  as  a  com- 
pensation for  the  loss  of  the  French  Magnifique 
which  had  been  recently  wrecked  off  Boston  har- 
bor. 

Although  Jones's  disappointment  was  keen,  he 
accepted  the  loss  with  grim  and  loyal  cheerful- 
ness. But  the  desperate  spirit  of  the  fighter  that 
was  ever  astir1  within  him,  his  restlessness  and  un- 
quenchable desire  for  action,  and  his  never  satis- 
fied ambition,  made  life  on  land  impossible. 
Deprived  of  his  new  command,  and  with  no  pros- 
pect of  active  service  in  the  continental  navy  as 
the  war  was  now  practically  finished,  he  requested 
permission  to  volunteer  in  the  French  expedition 
to  the  West  Indies.  His  request  was  granted, 
and  in  the  last  days  of  December,  1782,  he  sailed 
on  board  the  flag-ship  of  the  Marquis  de  Vau- 
dreuil.  Four  months  later  news  of  the  general 
peace  brought  the  cruise  to  an  end,  and  Jones 
again  returned  to  America. 

His  next  mission  was  a  pacific,  diplomatic,  and 
complex  one.  He  was  appointed  by  Congress 
special  agent  to  collect  all  prize-moneys  due  by 


262  VICE-ADMIRAL  PAUL  JONES 

France  to  American  seamen  who  had  served  under 
his  orders,  and  on  the  10th  of  November,  1783,  he 
set  sail  for  France.  The  next  three  years  and  a 
half  were  spent  in  Paris,  London,  and  Copenhagen 
in  the  discharge  of  his  duties  as  plenipotentiary  — 
duties  which  were  prosaic,  it  is  true,  but  which 
were  also  difficult  and  demanded  tact  and  diplo- 
matic handling. 

Early  in  the  summer  of  1787  he  returned  for  the 
last  time  to  the  United  States.  His  arrival  was  in 
many  ways  a  triumphal  entry,  and  during  his  short 
stay  of  four  months  honors  and  attentions  of  all 
kinds  were  showered  upon  him.  He  was  feted  and 
entertained  by  the  most  distinguished  men  and 
women  of  the  land.  Congress  voted  that  a  medal 
of  gold  be  struck  and  presented  to  him  in  com- 
memoration of  his  valor  and  brilliant  services.  It 
was  a  period  when,  almost  for  the  first  time,  full 
and  spontaneous  justice  was  done  to  his  extraor- 
dinary powers  and  achievements.  When  in  the 
fall  of  1787  he  bid  what  was  to  be  his  last  farewell 
to  his  adopted  country,  he  carried  with  him  some 
of  the  pleasantest  memories  of  his  restless  and 
exciting  life.  On  the  morning  of  the  llth  of 
November  he  boarded  the  packet  Governor  Clinton 
and  sailed  out  of  New  York  harbor,  bound  for  Eng- 
land and  the  Continent. 

The  news  that  greeted  him  on  his  arrival  in 
Paris  was  to  no  small  degree  startling.  It  was  an 
unofficial  invitation  to  accept  an  appointment  in 


FRENCH   AND   RUSSIAN   HONORS          263 

the  Russian  naval  service.  This  was  soon  after- 
ward followed  by  a  flattering  offer  from  the 
Empress  Catharine  II  herself,  which  he  received 
while  he  was  at  Copenhagen. 

Early  in  April,  1788,  Commodore  and  Chevalier 
Paul  Jones  accepted  the  commission  of  rear-admiral 
in  the  Russian  navy,  and  started  at  once  for  the 
new  field  of  work  that  had  so  unexpectedly  opened 
before  him.  He  reached  St.  Petersburg  on  the 
23d  of  April,  after  a  stormy  and  dangerous  journey 
across  the  ice-bound  Baltic  Sea  to  the  Gulf  of  Fin- 
land, and  overland  from  Revel  to  the  seat  of  the 
imperial  court. 

The  sixteen  months  of  Admiral  Jones's  stay  in 
Russia  formed  one  of  the  most  painful  and  one  of 
the  stormiest  periods  in  his  eventful  life.  It  added 
little  to  his  already  preeminent  naval  renown 
except  by  showing  that  the  victor  of  the  fiercest 
battle  between  single  ships  was  also  capable  of  the 
broader  responsibility  and  wider  knowledge  called 
for  in  the  command  of  fleets.  It  involved  him  in 
a  net  of  intrigues  and  conspiracies,  falsehood,  mis- 
representation, and  injustice.  It  brought  him  into 
contact  with  men  who  in  character,  aims,  and  prac- 
tices were  wholly  out  of  touch  with  and  antago- 
nistic to  his  inflexible  honesty,  fidelity  in  service, 
and  stern  principles  of  right. 

His  reception  by  the  Empress  at  the  Russian 
capital  had  been  flattering  and  captivating  to  the 
romantic  spirit  of  Paul  Jones,  and  it  was  with  hope- 


264  VICE-ADMIRAL  PAUL  JONES 

ful  energy  and  enthusiasm  that  he  travelled  post- 
haste across  Russia  to  gain  the  seat  of  operations  in 
the  war  against  the  Turks.  But  he  early  found  him- 
self fettered  by  limitations,  surrounded  by  cabals, 
and  disheartened  by  jealousies  which  brought  him 
to  the  verge  of  exasperation  and  disgust. 

On  reaching  the  headquarters  of  Prince  Potem- 
kin  on  the  borders  of  the  Black  Sea,  Admiral  Jones 
was  assigned  to  the  command  of  the  squadron  of 
Kherson,  composed  of  nineteen  ships  of  war.  Two 
of  these  were  rated  as  ships  of  the  line,  the  rest  as 
frigates  and  smaller  vessels  of  war.  They  were 
poorly  built,  badly  equipped,  and  manned  with 
raw,  ignorant,  and  insufficient  crews. 

With  this  unsatisfactory  force  it  was  Admiral 
Jones's  mission  to  act  in  conjunction  with  the  army 
of  the  famous  Russian  general,  Suwarrow,  in  his 
operations  against  Oczakoff,  by  blockading  the 
water  approaches  to  this  military  and  naval  strong- 
hold and  by  attacking  the  naval  forces  of  the 
Turks  in  the  Black  Sea. 

Early  on  the  morning  of  the  17th  of  June 
Admiral  Jones,  with  his  flag  flying  from  the  mast- 
head of  the  Vladimir,  engaged  the  Turkish  fleet 
under  the  command  of  Reis  Dejazet,  Capitan  Pacha, 
and  after  sixteen  hours  of  fighting  won  a  complete 
victory  —  the  only  naval  victory  of  note  in  the 
campaign  of  the  Liman.  But  his  fearless  and 
uncompromising  sincerity  in  rendering  his  report 
of  the  battle  roused  the  implacable  enmity  of  the 


FRENCH  AND  RUSSIAN  HONORS         265 

commander-in-chief  and  ruined  his  future  in  the 
Russian  service. 

On  his  return  to  St.  Petersburg,  where  he  was 
recalled  by  imperial  order,  Empress  Catharine 
received  him  with  marked  consideration  and  favor. 
She  created  him  vice-admiral,  half  promised  him 
the  command  of  the  Baltic  fleet,  decorated  him 
with  the  Order  of  St.  Anne,  and  lavished  upon 
him  every  flattering  attention.  But  his  enemies, 
who  followed  him  to  court,  strove  with  unremit- 
ting villany  and  animosity  to  compass  his  ruin. 
After  persecutions  that  embittered  his  spirit,  and 
a  severe  attack  of  pneumonia  contracted  in  the 
cold  of  the  northern  seas  that  undermined  his 
health,  the  Empress  gave  him  leave  of  absence, 
and  on  the  18th  of  August,  1787,  he  started  on  a 
long  and  leisurely  journey  across  Europe. 

On  reaching  Paris,  a  consultation  of  physicians 
pronounced  his  left  lung  seriously  affected,  and 
urged  the  necessity  of  winters  spent  in  a  warm 
climate.  Fortunately  for  the  untrammelled  spirit 
of  Paul  Jones,  he  did  not  long  survive  his  shattered 
bodily  strength.  But  while  his  physical  health  was 
crippled  beyond  restoration,  his  mental  grasp  and 
energy  were  still  in  their  full  intensity  and  vigor. 
During  the  next  two  years,  which  were  spent 
mostly  at  Paris,  he  kept  up  his  lively  interest  in 
public  affairs,  and  was  in  close  and  constant  inter- 
course with  the  prominent  public  men  of  those 
tumultuous  times. 


266  VICE-ADMIRAL  PAUL  JONES 

In  the  spring  of  1792  Admiral  Jones  sent  his 
final  resignation  to  Empress  Catharine  and  severed 
all  connection  with  the  Russian  navy.  He  had 
at  that  time  the  expectation  of  an  appointment  as 
admiral  in  the  French  navy  —  an  honor  which 
would  have  been  conferred  upon  him  by  the  Na- 
tional Convention  in  the  fall  of  1792  —  and  he 
was  already  looking  forward  with  unabated  eager- 
ness to  the  opportunity  of  leading  the  ships  and 
sailors  of  republican  France  against  the  fleets  of 
Great  Britain. 

"  Would  that  I  were  strong  as  when  I  long  ago 
brought  to  France  the  news  of  Liberty's  first  great 
victory  in  the  New  World  !  But  ill  as  I  am,  there 
is  yet  something  left  of  the  man.  ...  I  am  now 
ready  to  act  whenever  and  wheresoever  bidden  by 
the  voice  of  France."  These  were  his  last  public 
words  spoken  a  week  before  his  death.  His  body 
was  rapidly  failing,  but  his  spirit  was  still  strong 
as  when  he  drove  the  little  Ranger  across  the  seas. 

At  nine  o'clock,  on  the  evening  of  the  18th  of 
July,  1792,  Paul  Jones  died,  with  the  victorious 
colors  of  his  "  unconquered  and  unstricken  "  spirit 
flying  until  the  end. 


1758-1805 


VISCOUNT   LORD   HORATIO 
NELSON 

CHAPTER  XXII 

THE   WORLD'S  GREATEST  SEA  HERO 

THEKE  has  been  perhaps  no  moment  in  history 
when  times  and  events  stood  so  ready  for  the  kin- 
dling match  of  a  supreme  genius  as  when  Nelson 
came  upon  the  scene.  Great  men  are  born  to 
great  emergencies,  and  nature  and  opportunity,  in 
complete  accord,  united  to  bring  forth  the  greatest 
sea  hero  whom  the  world  has  known.  His  life  was 
a  perfect  drama  in  its  happy  rise,  its  glorious 
course,  and  its  end  in  the  hour  of  victory  and  of 
the  full  completion  of  his  mission. 

His  work  was  so  perfected  that  he  not  only 
made  "  England  mistress  of  the  seas "  during 
his  lifetime,  but  bequeathed  to  her  at  his  death 
that  naval  supremacy  which  she  has  held  undis- 
puted for  a  hundred  years. 

He  was  the  personification  of  naval  genius ;  an 
heroic  spirit ;  a  soul  enthusiastic,  daring,  trium- 
phant ;  a  mind  single,  clear,  unerring ;  a  heart 
full  of  patriotic  zeal  and  devotion ;  with  scarcely 
enough  body  to  keep  him  upon  the  earth. 

269 


270  LORD   NELSON 


Horatio  Nelson  was  born  on  the  29th  of  Septem- 
ber, 1758.1  His  father,  Edmund  Nelson,  was  rec- 
tor of  Burnham  Thorpe,  in  Norfolk,  on  the  eastern 
coast  of  England.  His  mother,  Catherine  Suckling, 
a  descendant  of  the  famous  Walpoles,  was  the  sis- 
ter of  Captain  Maurice  Suckling,  under  whom 
Nelson  first  went  to  sea. 

His  schooling  was  scant,  first  at  the  high  school 
at  Norwich  and  afterward  at  North  Walsham. 
Although  of  a  weak  and  sickly  constitution,  with 
little  bodily  strength  or  endurance,  his  ambition 
from  boyhood  was  to  be  a  seaman,  and  when  in 
1770  he  heard  that  his  uncle,  Maurice  Suckling,  had 
been  appointed  to  the  command  of  the  Raisonnable, 
and  was  to  sail  for  the  Falkland  Islands,  he  begged 
to  be  allowed  to  go  with  him.  Captain  Suckling's 
well-known  exclamation,  on  hearing  that  his 
nephew  was  to  accompany  him,  did  not  augur  a 
brilliant  future.  "  What  has  poor  little  Horatio 
done,  that  he,  being  so  weak,  should  be  sent  to 
rough  it  at  sea  ?  But  let  him  come,  and  if  a  can- 
non-ball takes  off  his  head,  he  will  at  least  be  pro- 
vided for." 

The  ship  on  which  Nelson  thus  opened  his  naval 
career  at  twelve  years  of  age  was  soon  put  out  of 
commission,  the  difference  with  Spain  in  connection 

1  Nelson's  Letters  and  Despatches,  selected  and  edited  by  J. 
K.  Laughton,  have  formed  the  basis  of  this  sketch.  The  most 
masterly  and  complete  work  on  Nelson  is  the  Life  by  Captain 
A.  T.  Mahan. 


THE   WORLD'S   GREATEST   SEA   HERO      271 

with  the  group  of  islands  off  Patagonia  in  the 
South  Atlantic  having  been  settled  without  recourse 
to  war.  Captain  Suckling  was  transferred  to  the 
Triumph,  which  was  stationed  as  guard-ship  in 
the  Medway,  and  took  with  him  young  Horatio, 
who  had  lost  his  mother,  and  for  whom  he  had  prom- 
ised to  provide.  But  the  restless  and  ambitious 
sailor  lad  did  not  long  remain  in  inactive  harbor 
life.  His  first  voyage  was  on  a  West  Indian 
merchantman,  on  which  he  learned  the  essentials  of 
his  profession.  From  this  cruise  of  one  year  he 
returned  a  practical  seaman  with  ample  nautical 
knowledge,  but  also  with  a  horror  of  the  royal 
navy.  To  dispel  this  prejudice,  his  uncle  gave 
him  active  pilot  work  on  the  Thames,  from  Chat- 
ham to  the  North  Foreland,  a  splendid  training  in 
confidence  and  self-dependence. 

In  1773  an  expedition  was  fitted  out  by  the  Royal 
Society  to  sail  to  the  North  Pole,  and  Nelson  used 
every  effort  to  be  taken  in  some  capacity  on  the 
voyage.  As  no  boys  were  allowed  by  the  admi- 
ralty, he  went  as  coxswain  to  Captain  Lutwidge 
of  the  Carcass,  and  learned  the  navigation  of  the 
ice-bound  seas. 

On  his  return  from  his  Arctic  expedition  Nelson 
was  fifteen  years  old,  and  already  an  able  seaman. 
Yet  his  thirst  for  maritime  knowledge  was  far  from 
satisfied,  and  he  at  once  applied  for  a  position  in 
the  squadron  under  Admiral  Hughes,  which  was 
about  to  sail  for  the  East  Indies.  In  the  Seahorse 


272  LORD  NELSON 


of  twenty  guns  he  embarked  with  Captain  Farmer, 
as  a  foremast  hand  and  watched  in  the  foretop. 
Afterward  he  was  promoted  to  the  quarter-deck 
and  rated  as  midshipman.  In  this  voyage  he 
covered  a  wide  range  of  experience,  visiting  the 
East  Indies  from  Bengal  to  Bussorah  during  a 
period  of  two  years.  But  so  long  a  cruise  among 
those  fever-stricken,  marshy  shores  nearly  proved 
fatal  to  him.  His  delicate  health  was  completely 
undermined,  and  a  long  illness  left  him  weak  and 
reduced  to  almost  a  skeleton.  He  attributes  the 
saving  of  his  life  to  Admiral  Hughes,  who  sent 
him  home  to  England  in  the  Dolphin,  and  to  the 
care  of  Captain  James  Pigot,  who  nursed  him 
with  friendly  devotion. 

Reaching  home  in  September,  1776,  after  a 
three  years'  cruise,  we  find  him  in  two  days  going 
to  sea  again  on  the  Worcester  as  acting  lieutenant. 
The  ship  was  bound  for  Gibraltar  on  convoy  duty, 
and  it  was  then  that  Nelson  had  his  first  sight  of 
the  Mediterranean  and  of  the  Straits,  the  future 
scene  of  some  of  his  bitterest  trials  and  most 
glorious  victories. 

Hardly  had  he  returned  home  after  six  months 
of  convoy  duty  than  he  successfully  passed  his 
examinations  for  lieutenant,  on  the  9th  of  April, 
1772,  when  he  was  nineteen  years  of  age,  and  on 
the  following  day  received  his  commission  as 
second  lieutenant  to  the  Lowestoffe^  a  frigate  of 
thirty-two  guns.  To  Captain  William  Locker  of 


THE   WORLD'S   GREATEST   SEA   HERO      273 

the  Lowestoffe  Nelson  owed  valuable  counsel  and 
instruction,  and,  what  was  still  better,  he  formed 
with  him  a  devoted  and  life-long  friendship.  On 
the  Lowestoffe  Nelson  sailed  to  the  West  Indies, 
where  he  made  himself  a  "  complete  pilot  for  all 
the  passages  through  the  (Keys)  Islands  situated 
on  the  north  side  of  Hispaniola." 

It  was  of  this  time  that  he  afterward  relates 
the  story  of  his  intrepid  boarding  of  an  American 
letter  of  marque.  The  first  lieutenant  had  been 
ordered  to  board  the  prize,  but  the  sea  ran  so  high 
that  it  was  impossible  for  him  to  reach  her. 
Captain  Locker  exclaimed,  "  Have  I  no  officer  in 
the  ship  who  can  board  the  prize  ?  "  Whereupon 
Nelson  pushing  aside  the  master,  who  had  offered 
to  go,  with  the  word,  "  It  is  my  turn  now,  and  if 
I  come  back,  it  is  yours,"  jumped  into  the  boat,  and 
after  a  hard  fight  secured  the  prize.  In  his  narra- 
tive Nelson  adds,  "  It  is  my  disposition  that  diffi- 
culties and  dangers  do  but  increase  my  desire  of 
attempting  them." 

This  was  indeed  one  of  his  earliest  and  most 
enduring  traits.  In  his  fragile  health,  which 
twice  during  his  career  entirely  deprived  him  of 
the  use  of  his  limbs,  he  had  a  constant  and  harass- 
ing "difficulty,"  that  he  did  not  so  much  over- 
come as  thrust  aside.  At  one  time  on  his  re- 
turn voyage  from  the  West  Indies,  when  illness 
had  emaciated  his  puny  body,  he  for  a  moment 
felt  with  overpowering  despondency  the  great 


274  LORD  NELSON 


hindrance  of  his  physical  weakness,  the  almost 
insurmountable  obstacles  he  must  meet  with  in  his 
profession,  and  the  small  interest  he  had  to  win 
promotion.  His  ambition  consumed  him,  but  his 
mind  could  see  no  Avay  to  fulfil  it.  "  After  a  long 
and  gloomy  revery,  in  which  I  almost  wished 
myself  overboard,  a  sudden  flow  of  patriotism  was 
kindled  within  me  and  presented  my  king  and 
country  as  my  patrons.  My  mind  exulted  in  the 
idea.  '  Well,  then,'  I  exclaimed,  '  I  will  be  a  hero, 
and,  confiding  in  Providence,  I  will  brave  every 
danger.' "  In  those  early  years,  and  throughout 
his  entire  life,  fame  and  duty  were  the  two  thoughts 
that  appealed  to  him  most  strongly,  and  were  the 
source  of  his  most  ardent  inspiration  :  renown  lur- 
ing him  ever  onward  like  a  "radiant  orb,"  and 
duty  kindling  in  him  the  most  unswerving  and 
fearless  devotion. 

That  he  had  strong  resolve  and  self-reliance,  we 
can  see  from  the  fact  that  he  always  took  the  in- 
itiative in  seeking  the  positions  he  desired.  A 
very  fire  of  energy  burned  within  him,  which 
never  allowed  him  a  day's  inaction  even  after  a 
protracted  cruise.  He  had  a  daring  and  an  enthu- 
siasm which  led  him  to  court  obstacles  and  dan- 
gers for  the  joy  of  overcoming  them,  not  from  a 
sense  of  physical  strength,  as  with  many  men,  but 
from  a  mental  scorn  of  difficulties.  He  had  mar- 
vellous self-concentration  by  which  he  could  mob- 
ilize every  faculty  upon  the  one  duty  of  the 


THE  WORLD'S  GREATEST  SEA   HERO      275 

moment.  He  had  the  determination  to  win, 
which  made  him  once  exclaim,  "  I  shall  live  to  be 
envied,  and  to  that  point  I  shall  always  direct 
my  course." 

Nelson's  promotion  was  swift.  From  the  Lowe- 
stoffe  he  was  transferred  in  July,  1778,  to  the 
Bristol,  the  flag-ship  of  the  commander-in-chief, 
Sir  Peter  Parker,  and  in  less  than  three  months 
rose  from  third  lieutenant  to  first.  In  the  follow- 
ing December  he  was  appointed  commander  of 
the  Badger,  brig,  and  in  June,  1779,  was  made 
post-captain  in  the  Hinchingbrook,  frigate.  During 
these  many  changes  and  promotions  his  service 
had  been  mostly  confined  to  cruising  among  the 
West  Indies,  more  especially  Jamaica,  and  on  the 
Mosquito  coast  of  Central  America,  which  was 
being  harassed  by  American  privateers.  In  an 
expedition  against  Fort  San  Juan,  on  the  river 
which  connects  Lake  Nicaragua  with  the  sea, 
Nelson  showed  his  characteristic  zeal,  activity,  and 
scorn  of  difficulties.  Leading  the  troops  and 
sailors  a  hundred  miles  up  the  river,  he  carried  by 
assault  an  outpost  of  the  enemy,  erected  batteries, 
and  pointed  almost  every  gun  that  was  fired. 

But  service  in  a  malignant  region,  where  tropi- 
cal exhalations  poisoned  the  air,  and  the  muddy 
swamps  reeked  with  miasma,  almost  cost  him  his 
life.  When  he  was  appointed  to  the  Janus,  he 
was  so  weakened  by  sickness  and  exertion,  that 
on  his  arrival  at  Jamaica  he  had  to  be  carried  on 


276  LORD  NELSON 


shore  on  a  cot.  A  long  and  painful  illness  ended 
in  his  return  to  England  in  the  Lion,  and  several 
months  spent  at  Bath  in  slow  recovery. 

Scarcely  convalescent,  Nelson  was  commissioned 
for  the  Albermarle,  and  was  sent  on  convoy  duty 
to  the  Baltic,  and  afterward  to  Newfoundland, 
Quebec,  and  Cape  Cod.  Toward  the  close  of  1782 
he  asked  to  be  transferred  to  Lord  Hood's  squad- 
ron bound  for  the  Caribbean  Sea.  "The  West 
Indies  is  the  station  for  honor,"  he  said.  Prize- 
money  he  scorned.  He  writes  later,  "  True  honor, 
I  hope,  predominates  in  my  mind  far  above  riches." 
By  choosing  always  the  road  to  future  distinction, 
he  was,  in  these  years  of  unimportant  detail  service, 
pressing  on  to  that  short  but  brilliant  and  glorious 
career  which  opened  in  1793  in  the  Mediterranean, 
under  Lord  Hood,  to  whom  he  had  with  prophetic 
and  deliberate  choice  attached  himself  more  than 
ten  years  before. 

These  ten  years,  from  twenty-five  to  thirty-five, 
were  still  uneventful  in  active  service,  being  taken 
up  chiefly  with  the  long  cruise  of  the  Boreas  in 
the  West  Indies,  where  he  "  destroyed  the  contra- 
band trade,"  and  brought  to  light  "frauds  prac- 
tised in  the  colonies" —  an  ungrateful  task  which  he 
attempted  at  the  promptings  of  high  principle  and 
loyalty,  but  which  brought  upon  him  deep  vexa- 
tion and  more  censure  than  appreciation  from  the 
admiralty. 

For  this  and  for  political  reasons  Nelson  fell 


THE   WORLD'S   GREATEST   SEA   HERO      277 

for  a  time  into  disfavor ;  and  no  influence  at  court 
or  in  high  admiralty  circles  could  secure  him  from 
professional  neglect.  Active  employment  was  the 
prime  requirement  of  his  temperament,  the  sole 
means  of  embodying  his  genius,  and  of  reaching 
the  goal  of  his  aspirations  —  honor  and  fame.  To 
deny  him  exertion,  to  keep  him  in  stagnant  inac- 
tion, was  to  inflict  upon  him  the  severest  mortifi- 
cation and  disappointment.  But  even  under  this 
exasperating  indifference,  Nelson  preserved  his 
unalloyed  loyalty  to  his  country,  to  his  profession, 
and  to  his  ideal.  "  It  is  much  better,"  he  says, 
"  to  serve  an  ungrateful  country  than  to  give  up 
his  own  fame  ...  a  uniform  conduct  of  honor 
and  integrity  seldom  fails  of  bringing  a  man  to 
the  goal  of  fame  at  last." 

Neither  did  he  fail  to  seek,  as  he  had  always 
sought  of  his  own  initiative,  some  sort  of  employ- 
ment ;  arid  he  writes  to  the  admiralty,  "  If  your 
Lordships  should  be  pleased  to  appoint  me  to  a 
cockle-boat,  I  shall  feel  grateful." 

Under  stress  of  danger  Nelson's  appointment, 
so  long  and  ardently  desired,  at  last  came  to  him. 
The  aggressive  attitude  assumed  by  the  French 
republic  after  the  excesses  of  the  Revolution  and 
the  abolition  of  royalty  culminated  in  the  first  week 
of  1793.  The  declaration  of  war  against  Great 
Britain  and  Holland  was  issued  by  the  republic  on 
February  1st.  Two  days  earlier,  Nelson  had  been 
appointed  to  the  Agamemnon,  a  64-gun  ship. 


278  LORD  NELSON 


The  fulfilment  of  Nelson's  hope  brought  out  in 
him  that  sanguine  cheerfulness,  that  certainty  of 
success,  that  idealization  of  men  and  circumstances, 
which  characterized  him  throughout  his  life.  "  We 
are  all  well,"  he  writes  in  his  home  letters ;  "  in- 
deed, nobody  could  be  ill  with  my  ship's  company, 
they  are  so  fine  a  set.  ...  I  have  the  pleasure  of 
telling  you  that  my  ship  is,  without  exception,  the 
finest  sixty-four  in  the  service,  and  has  the  char- 
acter of  sailing  most  remarkably  well." 

In  character  Nelson  showed  at  all  periods  of  his 
career  a  generous,  even  enthusiastic,  appreciation 
of  his  inferiors,  a  kindliness  and  confidence  that 
won  the  ready  and  willing  service  of  those  under 
him.  The  charm  and  sweetness  of  his  manner 
had  a  power  to  please  and  to  win  attachment 
which  was  irresistible.  With  the  necessity  he 
felt  for  the  approbation  of  others  went,  hand  in 
hand,  his  sympathy  and  consideration  for  those 
who  looked  up  to  him  as  commander. 

These  qualities  were  nowhere  more  strikingly 
brought  out  than  when  he  was  captain  of  the  Aga- 
memnon, whose  officers  and  men  were  united 
in  the  bonds  of  a  common  purpose,  hope,  and 
inspiration. 


CHAPTER   XXIII 

IN   THE    MEDITERRANEAN 

THE  opening  scene  in  Nelson's  active  fighting 
career  was  laid  in  the  Mediterranean,  whose  waters 
were  thenceforth  to  be  inseparably  connected  with 
his  name.  Lord  Hood,  who  was  in  command  of  the 
Mediterranean  fleet,  after  many  delays  sailed  in 
June  for  Gibraltar  and  from  there  to  Toulon, 
with  fifteen  ships  of  the  line,  among  which  was  the 
Agamemnon. 

On  the  16th  of  July,  1793,  the  fleet  stood  close  into 
Toulon.  The  expectation  of  being  joined  by  the 
squadron  of  their  allies,  the  Spaniards,  had  failed. 
At  Cadiz,  Nelson  writes  that  Spain  had  very  fine 
ships,  but  that  they  were  shockingly  manned,  and 
he  adds,  "  The  dons  may  make  fine  ships ;  they  can- 
not, however,  make  men."  As  it  proved,  the 
Spanish  admiral  sent  word  that  nineteen  hundred 
of  his  men  were  sickly,  and  that  he  must  go  to 
Cartagena.  This  defection  left  the  British  fleet 
inferior  to  that  of  the  French. 

Marseilles  and  Toulon  were  invested  by  the 
British,  and  not  even  a  boat  could  get  in  with 
provisions;  yet  it  was  with  profound  amazement 

279 


280  LORD  NELSON 


that  news  of  the  surrender  to  Lord  Hood  of  Tou- 
lon, twenty-two  ships  of  the  line,  and  the  dockyards 
without  the  firing  of  a  single  shot,  was  received 
throughout  Europe. 

Nelson  had  meanwhile  been  sent  on  a  detached 
command  to  Corsica,  and  reached  San  Fiorenzo 
Bay  early  in  December.  The  island  of  Corsica, 
which  had  been  lately  ceded  to  France  by  Genoa, 
was  in  a  state  of  open  revolt  against  the  French 
republic.  Paoli,  the  famous  insurgent  leader,  was 
anxious  for  the  help  of  the  British,  and  Lord  Hood 
realized  the  strategic  importance  of  the  island  and 
the  desirability  of  making  it  a  British  possession. 
He  had  for  this  reason  despatched  Nelson  to  block- 
ade the  ports  of  Bastia  on  the  east  coast  of  Corsica, 
Calvi  on  the  west,  and  San  Fiorenzo  on  the  north  — 
the  three  seaports  held  by  the  French  revolution- 
ary troops.  Later,  after  the  evacuation  of  Toulon 
by  the  British,  Lord  Hood  brought  his  fleet  to 
what  had  become  the  scene  of  action  in  the  war. 

In  the  reduction  of  Corsica,  Nelson  took  a  promi- 
nent though  necessarily  subordinate  part.  Before 
the  arrival  of  his  commander-in-chief  he  had  so 
successfully  invested  the  shore  and  blockaded  the 
vessels  in  San  Fiorenzo  Bay  that  he  contributed 
largely  to  the  reduction  of  the  place  by  the  fleet. 
Active  in  harassing  the  coast,  he  destroyed  mer- 
chant vessels,  burned  mills,  and  seized  stores  of 
wine  and  flour.  By  blockading  the  harbor  of 
Bastia,  reconnoitring  the  forts  and  town,  and 


IN   THE  MEDITERRANEAN  281 

furnishing  Lord  Hood  with,  a  detailed  description 
of  the  defences,  he  was  the  principal  means  of  its 
capture. 

He  felt  sure  that  five  hundred  troops,  with  the 
Agamemnon  and  frigates,  could  silence  the  batteries 
and  carry  the  town  by  assault.  This  opinion  he 
repeatedly  urged  on  Lord  Hood.  He  writes  home 
to  England :  "  Not  to  attack  our  enemy  I  should 
consider  as  a  national  disgrace."  Although  Gen- 
eral Dundas  and  his  successor  in  command  of  the 
army,  General  d'Aubant,  both  refused  to  make  the 
attack,  on  the  ground  that  it  was  "  a  most  visionary 
and  rash  attempt,"  Nelson's  advice  finally  prevailed. 

On  the  3d  of  April,  1794,  he  landed  with  twelve 
hundred  troops  and  two  hundred  and  fifty  sea- 
men, and  began  the  siege  of  Bastia.  His  letters 
to  Mrs.  Nelson  show  at  this  time  his  exultant 
enthusiasm,  his  unshaken  belief  in  success  which 
swept  obstacles  before  it,  and  his  indomitable 
courage.  He  writes  from  before  Bastia:  "Recol- 
lect that  a  brave  man  dies  but  once,  a  coward 
all  his  life  long.  ...  I  have  no  fears  about 
the  final  issue  of  the  expedition;  it  will  be  vic- 
tory —  Bastia  will  be  ours." 

On  the  30th  of  May  forty -five  hundred  French 
troops  laid  down  their  arms  to  twelve  hundred 
British  soldiers  who  were  serving  as  marines. 
The  British  took  possession  of  the  town,  seventy- 
five  pieces  of  ordnance,  a  man-of-war,  and  an  in- 
credible amount  of  stores.  "  All  has  been  done  by 


282  LORD   NELSON 


seamen,"  Nelson  triumphantly  exclaims.  In  the 
whole  operation  of  the  siege  he  was  the  prime 
mover,  the  cause  of  success,  the  vivid,  heroic  spirit 
who  inspired  every  man  beneath  him. 

A  fortnight  after  the  fall  of  Bastia  Nelson,  in 
the  Agamemnon,  with  two  smaller  war-ships,  twenty- 
two  transports  and  fifteen  hundred  troops,  arrived 
off  Calvi,  the  last  of  the  hostile  ports.  The  disem- 
barking began  on  the  19th  of  June.  The  landing- 
place  was  bad ;  to  avoid  the  rocks  the  Agamemnon 
anchored  a  mile  from  the  shore ;  a  gale  of  wind 
and  rain  separated  the  landing  party  from  all  com- 
munication with  the  ships ;  the  guns,  mortars,  and 
howitzers  were  dragged  by  seamen  up  the  steep 
acclivity  and  a  mile  and  a  half  to  the  spot  agreed 
upon  for  the  attack.  Throughout  the  long  and 
tedious  operation  Nelson  was  active  and  zealous, 
and  at  the  batteries  he  did  duty  on  alternate  days. 

Although  not  taking  so  prominent  a  part  as  at  the 
siege  of  Bastia,  much  of  the  success  of  the  operation 
was  due  to  his  sagacity  and  disinterested  devotion 
to  duty.  He  held,  besides,  a  position  of  trust  and 
influence  as  the  intermediary  between  Lord  Hood, 
with  whom  he  kept  in  daily  communication,  and 
General  Stuart,  who  commanded  the  land  forces. 

Although  hampered  by  an  insufficient  number 
of  troops  and  seamen,  and  a  want  of  powder  and 
shot,  the  batteries  did  such  good  work  that  the 
outposts  of  the  enemy  fell  into  the  hands  of  the 
British  on  the  19th  of  July,  and  on  the  10th  of 


IN  THE  MEDITERRANEAN  283 

August  Calvi  surrendered.  Nelson,  writing  to  the 
Duke  of  Clarence  on  that  day,  speaks  of  the  deadly 
climate.  He  says :  "  It  is  now  what  we  call  the  dog- 
days,  here  it  is  termed  the  lion  sun ;  no  person  can 
endure  it ;  we  have  upwards  of  one  thousand  sick 
out  of  two  thousand,  and  the  others  not  much 
better  than  so  many  phantoms."  Nelson  himself  did 
not  succumb  to  the  general  prostration.  The  ex- 
altation of  action  seemed  to  preserve  his  body. 
He  was,  however,  wounded  while  serving  at  the 
batteries,  "  in  a  slight  manner,"  according  to  him. 
A  shot  from  the  enemy  drove  a  large  quantity  of 
sand  into  his  right  eye.  Although  the  wound  did 
not  at  first  appear  serious,  it  ended  by  completely 
depriving  him  of  the  sight  of  the  eye.  At  Bastia 
he  had  received  a  cut  in  the  back,  but  he  exults  in 
the  fact  that  his  hurts  had  not  confined  him  more 
than  a  day. 

Besides  his  wounds,  the  operations  in  Corsica 
cost  him  £300  sterling,  and  what  was  still  more 
bitter  to  endure,  he  received  only  neglect  and 
lack  of  recognition  from  high  quarters.  But 
here  the  nobility  of  his  nature  sustained  him 
with  the  consciousness  of  duty  well  performed. 
To  his  wife  and  to  his  uncle  he  writes  :  "  However 
services  may  be  received,  it  is  not  right  in  an  officer 
to  slacken  his  zeal  for  his  country.  ...  I  have 
ever  served  faithfully,  and  ever  has  it  been  my 
fate  to  be  neglected ;  but  that  shall  not  make  me 
inattentive  to  my  duty.  I  have  pride  in  doing  my 


284  LORD  NELSON 


duty  well."  And  in  regard  to  prize-money  he 
writes  to  Mrs.  Nelson :  "  Corsica,  in  respect  of  prizes, 
produces  nothing  but  honor  far  above  the  con- 
sideration of  wealth.  I  trust  my  name  will  stand 
on  record  when  the  money-makers  will  be  forgot." 

Five  days  after  the  fall  of  Calvi  the  Agamemnon 
sailed  for  Leghorn  and  lay  there  for  a  month ;  this 
was  her  first  resting-place  since  she  had  been  com- 
missioned eighteen  months  before.  The  crew  were 
sick  and  disabled,  and  Nelson  hoped  to  return  to 
England  with  Lord  Hood,  whose  command  in  the 
Mediterranean  was  to  be  handed  over  to  Vice- 
admiral  Hotham.  Lord  Hood,  in  fact,  offered  to 
transfer  him  to  a  seventy-four,  but  his  loyalty  to 
his  ship  and  to  his  men  led  him  to  decline  the  offer. 

The  Agamemnon,  therefore,  remained  in  the 
Mediterranean  with  the  fleet  under  Lord  Hotham. 
A  wearisome  winter  it  was,  divided  between  watch- 
ing the  French  fleet  at  Toulon,  lying  for  a  month 
in  port  at  Leghorn  for  repairs,  and  a  long  winter 
cruise  interspersed  with  partial  engagements.  In 
all  of  these  actions  the  Agamemnon  was  always 
foremost,  and  on  the  13th  of  March,  1795,  was  the 
only  ship  to  engage  unsupported  the  Ca  Ira,  and 
to  sustain  an  intrepid  fight  within  sight  and  almost 
within  gunshot  of  the  entire  French  fleet. 

During  the  summer  months  of  1795  Nelson  was 
in  command  of  a  detached  squadron  on  the  Riviera 
of  Genoa.  The  mission  was  in  a  measure  one  of 
distinction,  as  it  was  difficult  from  both  a  naval 


IN   THE   MEDITERRANEAN  285 

and  a  diplomatic  standpoint ;  but  it  brought  no 
active  fighting  and  no  events  of  importance.  In 
December  the  Agamemnon  went  to  Leghorn  for 
extensive  repairs.  Nelson's  attachment  to  this 
ship  had  made  him  unwilling  to  abandon  her,  even 
though  he  calls  her  "  a  rotten  ship,"  and  we  are 
told  that  "  her  hull  was  kept  together  by  cables," 
and  not  "  a  yard,  mast,  or  sail "  but  needed  repair, 
owing  to  the  shot  she  had  received. 

The  opening  of  1796  was  marked  by  Nelson's 
first  meeting  with  the  commander-in-chief  with 
whom  his  name  was  to  be  so  intimately  associated, 
Sir  John  Jervis,  afterward  Earl  St.  Vincent,  who 
had  succeeded  to  the  command  of  the  Mediterra- 
nean fleet. 

In  June,  Nelson  was  transferred  to  the  Captain, 
a  74-gun  ship,  and  ran  up  his  commodore's 
pennant.  Toward  the  close  of  the  year,  Corsica 
was  evacuated  by  the  British,  and  on  the  2d  of 
November  the  British  fleet  quitted  the  Mediter- 
ranean and  retired  to  Gibraltar. 

The  chief  event  which  marked  the  opening  of 
1797  was  the  first  important  naval  action  con- 
nected with  the  name  of  Nelson,  the  battle  of  Cape 
St.  Vincent,  fought  against  the  Spaniards,  the  allies 
of  France.  At  dawn,  on  the  14th  of  February,  the 
British  fleet  of  fifteen  ships  of  the  line,  under  Sir 
John  Jervis,  lay  twenty-five  miles  west  of  Cape 
St.  Vincent  on  the  southern  coast  of  Portugal. 
The  morning  was  thick,  but  soon  after  eight  o'clock 


286  LORD  NELSON 


the  fog  lifted,  and  the  lookouts  on  the  British  fleet 
descried  the  on-coming  sail  of  the  grand  fleet  of 
Spain.  It  was  a  formidable  sight:  twenty-seven 
huge  ships,  among  them  the  great  Santissima 
Trinidad  of  one  hundred  and  twenty-six  guns,  and 
the  San  Josef  of  one  hundred  and  twelve  guns. 
One  was  a  four-decker,  the  largest  ship  afloat,  and 
seven  were  three-deckers,  all  carrying  over  one 
hundred  and  twelve  guns.  Divided  in  two  sepa- 
rate sections,  the  Spanish  ships  were  ranged  in  an 
awkward  line  of  battle,  and  seemed  unable  to  unite. 

At  daylight  the  British  admiral  made  the  signal 
to  prepare  for  battle,  at  eleven  o'clock  to  form  the 
line,  and  at  half-past  eleven  the  action  began. 
Nelson's  ship  was  thirteenth  in  the  line.  The  plan 
of  Sir  John  was  to  run  between  the  two  divisions 
of  the  enemy's  fleet  and  thus  prevent  their  junc- 
tion. This  he  succeeded  in  doing,  and  after  a 
brisk  cannonading  he  made  the  signal  to  "  tack 
in  succession."  At  this  point  Nelson's  wonderful 
resolution,  quickness,  and  independence,  his  power 
to  see  and  seize  a  fleeting  opportunity,  assured  the 
victory. 

Seeing  that  it  was  the  intention  of  the  Spanish 
admiral  to  run  behind  the  British  column  and  unite 
his  divisions,  Nelson,  without  order  or  signal, 
passed  from  the  rear,  between  the  Diadem  and 
Excellent,  and  reaching  the  Spanish  column  before 
the  British  van  could  possibly  have  come  up,  he 
engaged  single-handed  the  huge  jSantissima  Trini- 


IN   THE   MEDITERRANEAN  287 

dad.  Soon  the  Culloden,  leader  of  the  British  van, 
came  to  his  support,  and  for  an  hour  the  two 
plucky  British  ships  engaged  unaided  nine  line-of- 
battle  ships  of  the  enemy.  Afterward  the  Blen- 
heim and  the  Excellent  joined  them,  and  compelled 
the  San  Ysidro  and  the  Salvador  del  Mundo  to 
strike. 

Nelson's  ship,  the  Captain,  was  a  wreck  in  hull 
and  masts,  "not  a  sail,  shroud,  or  rope  left,  her 
wheel  shot  away,  and  incapable  of  further  service 
in  the  line  or  in  chase."  She  was  at  this  time 
alongside  the  San  Nicolas,  and  Nelson  calling  for 
the  boarders  ordered  them  to  board  the  enemy. 
Captain  Berry  was  the  first  to  leap  on  to  the 
Spanish  liner,  and  Nelson  himself  soon  followed. 
The  soldiers  of  the  sixty-ninth  regiment  were 
foremost  on  the  service.  A  few  volleys  were  ex- 
changed, Berry  got  possession  of  the  poop  and 
hauled  down  the  Spanish  colors,  and  Nelson  on 
the  forecastle  received  the  swords  of  the  Spanish 
officers. 

At  this  moment  the  San  Josef  opened  fire  on 
the  British  in  the  San  Nicolas.  Nelson  promptly 
called  for  reinforcements  from  the  Captain,  and 
from  the  deck  of  the  enemy's  ship  boarded  a  first- 
rate  three-decker.  Scarcely  had  Nelson  entered 
the  second  Spanish  ship  than  an  officer  leaned  over 
the  rail  and  called  out  that  they  surrendered,  "  and 
on  the  quarter-deck  of  a  Spanish  first-rate,  extrava- 
gant as  the  story  may  seem,  did  I  receive  the 


288  LORD  NELSON 


swords  of  vanquished  Spaniards,"  writes  Nelson  in 
his  account  of  the  action. 

Later  the  Victory,  Jervis's  flag-ship,  passed  the 
group  of  the  disabled  Captain  and  its  two  magnifi- 
cent prizes,  and  saluted  with  three  cheers,  as  did 
every  ship  in  the  fleet. 

Leaving  his  worn-out  ship,  Nelson  hoisted  his 
pennant  first  on  the  Minerve,  and  later  on  the 
Irresistible  ;  but  the  day  was  too  far  advanced  for 
further  action.  Sir  Gilbert  Elliot  wrote  after- 
ward to  Nelson:  "To  have  had  any  share  in 
yesterday's  glory  is  honor  enough  for  one  man's 
life ;  but  to  have  been  foremost  on  such  a  day  could 
fall  to  your  share  alone." 

Before  the  news  of  Nelson's  brilliant  action 
reached  England,  he  had  already  been  promoted 
to  the  rank  of  rear-admiral  of  the  Blue ;  but  when 
his  gallant  and  successful  conduct  in  the  glorious 
victory  of  St.  Valentine's  Day  was  fully  known  in 
high  circles,  he  was  invested  with  the  Knighthood 
of  the  Bath  —  an  honor  he  greatly  coveted. 

Close  upon  this  victory  followed  the  blockade 
and  bombardment  of  Cadiz.  Nelson,  who  had 
shifted  his  flag  to  the  Tlieseus,  was  in  command  of 
the  inner  squadron  numbering  ten  ships  of  the  line, 
and  upon  him  devolved  all  the  active  duties  and 
responsibilities  of  the  blockade.  The  bombard- 
ment, which  was  intended  to  force  the  Spanish 
fleet  to  come  out  and  fight,  resulted  in  nothing 
more  than  a  sharp  encounter  at  close  quarters  be- 


IN   THE   MEDITERRANEAN  289 

tween  the  Spanish  and  British  launches,  in  which 
Nelson  distinguished  himself  by  his  personal  cour- 
age more  perhaps  than  at  any  other  period  of  his 
life. 

By  a  vigorous  and  gallant  attack  the  British  so 
successfully  repelled  the  sortie  of  Spanish  mortar- 
gunboats  and  armed  launches  that  they  were  driven 
back  close  under  the  walls  of  Cadiz.  Nelson, 
always  generous,  and  warmly  appreciative  of  his 
subordinates,  gives  on  this  occasion  the  highest 
praise  to  the  noble  conduct  of  his  officers  and 
men. 

On  the  14th  of  July,  1797,  Nelson  received  orders 
to  sail  for  Santa  Crux.  It  had  been  with  him  for 
some  time  a  favorite  and  well-meditated  project  to 
make  a  dash  on  Teneriffe,  one  of  the  islands  of  the 
Canary  group,  and  seize  the  Spanish  treasure- 
ships  that  had,  he  believed,  sought  shelter  there ; 
$35,000,000  was  worth  an  attempt  at  capture. 

While  the  British  fleet  lay  before  Cadiz,  Jervis 
had  received  information  that  a  ship  belonging  to 
the  Philippine  Company,  El  Principe  d'Aaturias, 
bound  from  Manila  to  Cadiz,  and  laden  with  rich 
treasure  belonging  to  the  crown  of  Spain,  was  at 
Santa  Crux.  This  was  the  opportunity  to  put 
into  execution  Nelson's  plan,  which  he  had,  some 
time  previously,  laid  before  the  admiral. 

Placed  in  command  of  four  line-of-battle  ships, 
three  frigates  carrying  the  landing  party  a  thou- 
sand strong  under  Captain  Troubridge,  and  one 


290  LORD  NELSON 


cutter,  Nelson  sailed  for  Santa  Crux  in  the  middle 
of  July  on  the  expedition  that  was  to  be  the  first 
failure  of  his  career  —  one  that  cost  him  deep 
mortification  and  great  physical  suffering. 

He  had  planned  a  vigorous  and  sudden  attack. 
The  boats,  with  the  troops  and  the  scaling  ladders, 
were  ordered  to  land  in  the  night,  but  a  heavy  gale 
ofwind  and  a  strong  current  prevented  them  from 
approaching  the  shore  until  daybreak.  As  the 
surprise,  under  cover  of  the  darkness,  could  not  be 
carried  out,  the  party  returned  to  the  ships,  which 
were  now  clearly  visible  to  the  Spaniards.  It  was 
next  proposed  to  storm  the  heights  behind  the  fort, 
while  the  battle-ships  let  fly  their  batteries;  but 
calms  and  contrary  currents  kept  the  large  ships 
out  of  range. 

The  honor  of  his  country  required,  Nelson 
thought,  a  last  although  hopeless  attempt.  He 
afterward  wrote  :  "  Although  I  felt  the  second 
attack  a  forlorn  hope,  yet  the  honor  of  our 
country  called  for  the  attack,  and  that  I  should 
command  it.  I  never  expected  to  return."  His 
pride  had  suffered  in  the  failure  of  the  first  attempt, 
and  his  regret  was  all  the  more  keen  since  he 
believed,  and  no  doubt  rightly,  that  had  he  led 
it  in  person  it  would  have  been  crowned  with 
complete  success.  On  the  24th  of  July,  a  few 
hours  before  the  second  attempt,  he  wrote  to 
Jervis :  "  To-morrow  my  head  will  probably  be 
crowned  with  either  laurel  or  cypress."  There 


IN   THE   MEDITERRANEAN  291 

was,  indeed,  small  hope  of  success.  The  Spaniards 
had  had  four  days  in  which  to  strengthen  their 
works  and  increase  the  number  of  their  troops. 
They  were  well  prepared  for  a  vigorous  defence. 

At  eleven  o'clock  at  night  the  boats  carrying 
about  seven  hundred  and  fifty  men  advanced  tow- 
ard the  town,  headed  by  Nelson,  who  led  the  way 
in  his  barge.  The  place  of  landing  was  to  be  the 
mole,  and  after  that  point  had  been  carried,  the 
troops  were  to  form  in  the  square.  Scarcely  were 
the  boats  within  half  gunshot  of  the  mole  than 
they  were  discovered,  and  a  sharp  fire  of  forty 
pieces  of  cannon  and  musketry  opened  upon  them 
from  one  end  of  the  town  to  the  other. 

The  night  was  dark,  and  the  surf  high.  Many 
of  the  boats  missed  the  landing ;  they  were  full 
of  water  in  a  minute,  and  stove  against  the  rocks. 
The  ladders  were  all  lost  in  the  surf,  and  the 
ammunition  was  wet  and  useless.  Meanwhile 
Nelson,  with  four  or  five  boats,  stormed  the  mole 
and  took  possession  of  it,  although  it  was  defended 
by  almost  five  hundred  men.  But  the  heavy  fire 
from  the  citadel  and  town  did  such  havoc  among 
the  British  seamen  that  they  were  forced  to  retreat. 

A  grapeshot  struck  Nelson  in  the  right  elbow 
as  he  was  about  to  land  on  the  mole.  His  step- 
son, Josiah  Nisbet,  placed  him  in  the  bottom  of  a 
boat,  bound  his  wound  tightly,  and  pushed  back  to 
the  ships.  As  they  were  pulling  over  the  stormy 
sea,  a  shot  struck  the  cutter  Fox  under  water,  and 


292  LORD  NELSON 


she  went  down  with  all  on  board.  Nelson,  although 
suffering  at  the  time  from  intense  pain,  insisted  on 
waiting  to  try  and  save  the  men  who  were  strug- 
gling in  the  water. 

When  they  finally  reached  the  Theseus,  a  rope 
was  thrown  over  and  with  wonderful  spirit  he 
jumped  up  the  ship's  side,  declining  all  assistance, 
and  called  to  the  surgeon  to  bring  his  instruments, 
for  he  knew  his  arm  must  be  amputated. 

The  feeling  of  bitterness  over  his  failure  and  the 
loss  of  his  arm  can  be  seen  in  his  letters  to  the 
commander-in-chief.  He  writes,  a  few  days  after 
the  attack :  "  I  am  become  a  burthen  to  my  friends 
and  useless  to  my  country.  When  I  leave  your 
command,  I  become  dead  to  the  world ;  I  go 
hence,  and  am  no  more  seen."  And  three  weeks 
later  he  said:  "A  left-handed  admiral  will  never 
again  be  considered  as  useful." 

Yet  it  was  after  this,  when  he  went  forth  again 
a  one-eyed  and  one-armed  admiral,  that  the  glori- 
ous lustre  of  his  renown  was  to  burst  suddenly  into 
flame  and  to  burn  undimmed  to  the  end. 

Nelson  was  given  leave  on  the  20th  of  August 
to  return  home  for  the  recovery  of  his  wound,  and 
after  a  painful  voyage,  during  which  he  suffered 
agonies  from  the  imperfect  amputation,  he  reached 
Spithead  in  September.  With  how  much  truth  he 
could  say,  "  Success  covers  a  multitude  of  blunders, 
and  the  want  of  it  hides  the  greatest  gallantry  and 
good  conduct."  In  spite  of  his  despondency  and 


IN  THE  MEDITERRANEAN  293 

bitter  distress,  and  while  still  suffering  torture  from 
his  poor  stump,  he  writes  to  Jervis,  now  Lord  St. 
Vincent,  in  the  following  October,  "  The  moment 
I  am  cured,  I  shall  offer  myself  for  service." 

On  the  19th  of  December  the  Vanguard,  a 
74-gun  ship,  was  commissioned  at  Chatham,  and 
on  the  29th  of  March,  1798,  Nelson,  now  entirely 
recovered,  hoisted  his  flag  as  rear-admiral  of  the 
Blue.  In  April  he  again  sailed  for  the  Mediter- 
ranean, and  on  the  last  day  of  the  month  joined 
Lord  St.  Vincent  off  Cadiz. 


CHAPTER  XXIV 
THE  BATTLE  OF  THE  NILE 

THE  period  of  Nelson's  brief  and  dazzling  course, 
which  carried  him  to  the  highest  pinnacle  of  re- 
nown, and  left  him  the  prince  and  master  of  the 
sea,  covered  eight  short  but  eventful  years. 

Nelson  was  thirty-nine  when  he  sailed  forth  to 
win  the  trio  of  his  marvellous  triumphs  —  Aboukir, 
Copenhagen,  Trafalgar.  He  was  forty-seven  when 
he  died  in  the  fulness  of  his  glory  and  the  comple- 
tion of  his  work. 

History  had  been  preparing  his  opportunity.  A 
crisis  in  European  politics  was  imminent.  At  the 
moment  when  he  joined  the  fleet  off  the  coast  of 
Spain,  in  April,  1798,  a  turning-point  in  the  policy 
of  the  two  chief  opponents  was  fast  approaching. 
France,  who  had  made  peace  with  most  of  the  con- 
tinental powers  and  had  extended  her  influence 
over  all  adjoining  countries,  was  concentrating  her 
forces  against  Great  Britain  with  the  avowed  pur- 
pose of  destroying  the  British  monarchy.  Active 
preparations  were  being  urged  forward  in  the  sea- 
port towns  on  the  Mediterranean,  both  at  the 

294 


THE  BATTLE  OF  THE  NILE  295 

southern  ports  of  France  and  at  the  friendly  ports 
of  Italy.  Ships  of  the  line,  transports,  and  troops 
were  assembling  in  large  numbers,  and  an  exten- 
sive naval  expedition  was  evidently  being  planned. 
This  enterprise,  which  afterward  proved  to  be  the 
famous  expedition  of  General  Bonaparte  to  Egypt, 
was  kept  such  a  profound  secret  that  its  destina- 
tion was  not  even  surmised  by  the  British.  But 
the  British  government  was  sufficiently  alarmed  to 
decide  on  abandoning  its  purely  defensive  policy 
and  adopting  an  active  offensive  attitude. 

Hardly  had  Nelson  reached  Cadiz,  therefore, 
when  Lord  St.  Vincent  placed  under  his  command 
two  ships  of  the  line,  the  Orion  and  the  Alexander, 
and  four  frigates,  and  sent  him  to  watch  Toulon 
and  follow  the  movements  of  the  French  fleet. 
This  was  the  first  step  in  the  memorable  campaign 
of  the  Nile. 

From  off  Cape  Sicie,  Nelson  reported  to  the  com- 
mander-in-chief  that  nineteen  sail  of  the  line  lay  in 
the  harbor  of  Toulon,  that  vessels  with  troops  fre- 
quently arrived  from  Marseilles,  that  twelve  thou- 
sand men  were  already  embarked,  and  that  report 
said  the  armament  was  to  sail  in  a  few  days.  By  an 
unfortunate  mishap  the  French  fleet  slipped  out  of 
harbor  unknown  to  Nelson.  On  the  night  of  the 
20th  of  May  a  strong  gale  had  dismasted  the  Van- 
guard, and  she  was  towed  to  a  port  on  the  coast  of 
Sardinia  for  repairs.  By  the  27th  the  repairs  were 
completed ;  but  during  the  storm  the  frigates  had 


296  LORD  NELSON 


become  separated  from  the  main  squadron,  and 
precious  days  were  lost  in  waiting  for  them. 

Meanwhile  urgent  instructions  had  reached  Lord 
St.  Vincent  from  the  home  government  to  send  a 
strong  detachment  into  the  Mediterranean  under 
Nelson  for  the  purpose  of  defeating  the  French 
expedition.  At  once  the  comma  nder-in-chief  de- 
spatched a  reenforcement  of  ten  ships,  and  at  the 
same  time  wrote  to  Nelson :  "  You,  and  you  only, 
can  command  the  important  service  in  contem- 
plation." 

On  the  7th  of  June  Nelson  started  on  his  famous 
pursuit  of  Bonaparte,  hampered  by  the  absence  of 
his  lookout  ships,  but  filled  with  the  unswerving 
determination  to  find  and  fight  the  French  fleet. 
"  You  may  be  assured  I  will  fight  them  the  moment 
I  can  reach,  be  they  at  anchor  or  under  sail,"  he 
writes  to  St.  Vincent. 

The  French  had  a  long  start,  and  all  that  Nelson 
knew  of  them  was  that  they  had  sailed  southward 
between  Italy  and  Corsica,  and  were  seen  by  a 
passing  vessel  off  the  north  end  of  Sicily  steering 
to  the  eastward.  The  British  fleet  sailed  in  their 
track,  picking  up  news  on  the  way  from  passing 
cruisers.  It  was  a  long  and  tedious  search.  Baf- 
fled at  every  point  by  want  of  frigates,  Nelson  lost 
weeks  in  harrowing  uncertainty  and  suspense 
before  he  discovered  the  enemy. 

On  the  15th  of  June  he  learned  from  a  Tunisian 
cruiser  that  the  French  had  been  seen  off  Trapani 


THE   BATTLE   OF   THE   NILE  297 

in  Sicily ;  on  the  26th  news  came  to  him  off  Cape 
Passaro  that,  having  possessed  themselves  of  Malta, 
the  whole  fleet  of  sixteen  sail  of  the  line,  frigates, 
bomb-vessels,  and  three  hundred  transports  had  left, 
still  sailing  eastward.  Nelson  was  now  convinced 
that  it  was  the  intention  of  Bonaparte  to  take  pos- 
session of  some  port  in  Egypt,  establish  himself  at 
the  head  of  the  Red  Sea,  and  carry  a  formidable 
army  into  Hindustan.  If  this  surmise  were  cor- 
rect, British  interests  in  India  were  in  imminent 
danger. 

Nelson  at  this  point  had  nothing  to  go  by  except 
his  own  rapid  judgment  and  the  scant  information 
he  had  been  able  to  collect.  When  the  French 
fleet  left  Malta,  the  wind  was  blowing  strong  from 
one  point  north  of  due  west.  The  enemy  could 
not,  then,  have  sailed  for  the  Barbary  coast  or 
Spain.  The  immense  armament,  including  "forty 
thousand  troops  in  two  hundred  and  eighty  trans- 
ports, many  hundred  pieces  of  artillery,  wagons, 
draught-horses,  cavalry,  artificers,  naturalists,  as- 
tronomers, mathematicians,  etc.,"  as  Nelson  enu- 
merates them  in  a  letter  to  St.  Vincent,  could  not 
have  been  destined  for  the  easy  reduction  of 
Malta.  It  was  some  far  vaster  scheme  that  was 
afloat.  Where  had  they  gone  ?  And  here  Nelson 
again  regrets  with  deep  feeling  his  want  of  frigates 
and  adds,  "If  one-half  the  frigates  your  Lordship 
had  ordered  under  my  command  had  been  with 
me,  I  could  not  have  wanted  information  of  the 


298  LORD  NELSON 


French  fleet."  Two  months  later  he  writes :  "  Was 
I  to  die  this  moment,  '  Want  of  frigates '  would  be 
found  stamped  on  my  heart." 

At  this  juncture  Nelson  signalled  his  most 
trusted  captains  to  come  on  board  the  Vanguard, 
and  after  consultation  with  them  decided  to  head 
for  Alexandria.  "  To  do  nothing,  I  felt  was  dis- 
graceful," he  writes,  and  this,  indeed,  was  his  con- 
stant feeling ;  "  therefore  I  made  use  of  my 
understanding,  and  by  it  I  ought  to  stand  or  fall." 
Under  crowded  sail  the  British  fleet  pressed  on 
toward  Alexandria. 

The  next  few  days  were  a  time  of  cruel  suspense 
and  agitation,  the  culmination  of  the  long,  anxious, 
and  perplexing  search.  The  British  fleet  sighted 
Alexandria  on  the  20th,  and  not  a  French  sail  was 
to  be  seen,  nor  could  any  information  be  gathered 
of  their  whereabouts.  Nelson's  disappointment 
and  mortification  were  keen.  The  long  strain  had 
ended  in  failure.  His  judgment  had  apparently 
gone  astray.  Little  did  he  then  dream  that,  start- 
ing as  he  did  so  far  behind  the  French,  he  had  out- 
stripped them  by  several  days,  and  that  his  unerring 
reasoning  powers  had  led  him  to  the  appointed 
destination  before  Bonaparte  had  arrived.  The 
French  fleet  had  veered  to  the  south  shore  of 
Candia,  and  under  cover  of  the  night  and  a  dense 
fog  the  two  hostile  armaments  had  been  within 
sight  of  each  other  but  hidden  from  view.  Not 
knowing  this,  Nelson,  impatient  of  delay,  stretched 


THE  BATTLE   OF   THE  NILE  299 

his  fleet  over  the  coast  of  Asia,  then,  under  press 
of  sail  night  and  day,  steered  along  the  northern 
shore  of  the  Mediterranean,  and,  passing  by  Candia, 
returned  to  Syracuse. 

On  the  20th  of  July  he  writes  to  Sir  William 
Hamilton  :  "  I  cannot  find,  or  to  this  moment  learn, 
beyond  vague  conjecture,  where  the  French  fleet 
are  gone.  Having  gone  a  round  of  six  hundred 
leagues  with  an  expedition  incredible,  here  I  am 
as  ignorant  of  the  situation  of  the  enemy  as  I  was 
twenty-seven  days  ago." 

But  this  want  of  success,  and  his  extreme  vexa- 
tion and  nervous  anxiety,  did  not  deter  Nelson 
from  beginning  the  search  again.  On  the  23d  of 
July  the  fleet  had  watered  and  re  victualled,  and 
lay  unmoored  in  the  harbor  of  Syracuse,  waiting 
for  a  favorable  wind.  Again  Nelson  sailed  east- 
ward and  '  southward,  convinced  that  Egypt  was 
the  goal  of  the  French.  "  Neither  our  former  dis- 
appointment," writes  Captain  Berry  in  his  account 
of  the  chase,  "nor  the  hardships  we  had  endured 
from  the  heat  of  the  climate,  though  we  were  still 
to  follow  an  uncertain  pursuit,  could  deter  the 
admiral  from  steering  to  that  point  where  there 
was  a  chance  of  finding  the  enemy." 

Six  days  after  leaving  Syracuse  the  British  fleet 
under  crowded  sail  sighted  the  Pharos  of  Alexan- 
dria, and  there  in  Aboukir  Bay,  fifteen  miles  from 
the  port,  rode  the  French  fleet  in  solid  battle 
array. 


300  LORD  NELSON 


The  meeting  did  not  find  Nelson  unprepared. 
During  the  whole  of  the  long  cruise  it  had  been 
his  custom  to  summon  the  captains  of  the  ships  on 
board  the  Vanguard,  and  to  discuss  every  possible 
situation  of  the  enemy.  In  these  conferences  he 
would  lay  before  them  his  plans  of  attack  under 
every  imaginable  condition,  whether  they  should 
meet  the  French  by  day  or  by  night,  in  open  sea 
or  at  anchor.  In  this  way  he  had  familiarized  his 
captains  with  his  different  ideas  and  plans,  so  that 
when  the  moment  presented  itself  there  would  be 
no  time  lost  in  conferences  or  manoeuvres.  Each 
one  knew  beforehand  the  intentions  of  his  chief. 
The  happy  result  of  this  method  was  at  once  seen 
at  Aboukir. 

At  three  o'clock  in  the  afternoon  the  French 
fleet  was  first  sighted  by  Captain  Hood  of  the 
Zealous,  who  signalled  the  number  of  ships  to 
Nelson.  The  distance  between  the  two  fleets  was 
too  great  for  anything  but  immediate  action.  In 
any  event  the  British  could  not  reach  their  oppo- 
nents until  almost  nightfall.  There  was  no  time 
for  a  council  of  war,  but  "the  admiral's  designs 
were  as  fully  known  to  his  whole  squadron  as  was 
his  determination  to  conquer,  or  perish  in  the 
attempt,"  writes  Captain  Berry. 

Two  of  the  ships,  the  Alexander  and  the  Swift- 
sure,  had  been  sent  on  the  previous  evening  to 
reconnoitre  Alexandria,  and  the  Culloden,  having 
captured  a  French  brig,  was  seven  miles  astern 


THE  BATTLE  OF  THE  NILE  301 

towing  in  the  prize.  Signals  were  made  in  quick 
succession  from  the  admiral's  ship  to  prepare  for 
battle,  and  for  the  Culloden  to  quit  her  prize ;  and 
at  4 : 54  that  it  was  the  admiral's  intention  to  attack 
the  van  and  centre  of  the  enemy.  At  5 : 40  Nelson 
made  the  signal  to  form  the  line  of  battle  ahead 
and  astern  of  the  admiral. 

In  his  official  report  of  the  battle  to  St.  Vincent, 
written  on  the  3d  of  August,  Nelson  announces 
the  victory  in  a  few  lines,  beginning,  "  Almighty 
God  has  blessed  his  Majesty's  arms  in  the  late 
battle  by  a  great  victory  over  the  fleet  of  the 
enemy."  It  is  from  the  extended  accounts  by 
Captain  Berry  of  the  Vanguard  and  Captain 
Miller  of  the  Theseus  that  we  know  the  details 
of  this  wonderful  battle  fought  in  the  inky  dark- 
ness of  the  night,  in  waters  and  among  islands 
and  headlands  entirely  unknown  to  every  officer 
in  the  British  fleet. 

When  the  enemy  were  discovered,  they  were 
nine  or  ten  miles  to  the  southward,  with  Aboukir 
promontory  and  island  and  a  network  of  danger- 
ous shoals  and  reefs  between.  The  French  fleet 
was  moored  in  a  strong  and  compact  line  of  battle, 
flanked  by  gunboats  and  frigates,  and  with  a  bat- 
tery of  guns  and  mortars  on  an  island  in  their  van. 
Nelson's  quick  and  penetrating  eye  at  once  saw 
the  weak  point  in  the  enemy's  position;  he  saw 
that  where  there  was  room  for  an  enemy's  ship  to 
swing,  there  was  room  for  a  British  ship  to  anchor. 


302  LORD  NELSON 


By  taking  up  positions  inside  as  well  as  outside 
of  the  French  line,  he  could  concentrate  his  fire  on 
the  van  and  centre  of  the  enemy,  while  the  wind 
would  prevent  the  rear  of  the  French  from  coming 
to  the  assistance  of  their  consorts. 

Swinging  around  Aboukir  point  and  giving  the 
shoals  a  safe  berth,  the  British  line  advanced  upon 
the  enemy  in  a  single  column.  The  G-oliath  and 
Zealous  led  the  way.  Next  came  the  Orion,  the 
Audacious,  and  the  Theseus;  the  Vanguard,  Nel- 
son's flag-ship,  following  sixth  in  the  line.  At 
half-past  six,  a  few  minutes  before  sunset,  the 
action  began,  and  at  6:40  the  admiral  made  the 
signal  to  engage  the  enemy  close. 

The  British  ships  advanced  with  silent  guns, 
the  men  aloft  and  on  deck  were  furling  sails,  haul- 
ing braces,  and  making  ready  to  cast  anchor.  As 
they  swung  in  to  take  their  positions  the  whole 
fire  of  the  French  broadsides  was  turned  into  their 
bows.  But  with  gallant  and  masterly  daring  the 
G-oliath  and  Zealous  turned  the  enemy's  flank 
under  a  raking  fire,  and  passed  inside  their  line. 
Next  followed  the  Orion,  Theseus,  and  Audacious, 
on  the  inshore  side,  while  the  Vanguard  and  four 
other  ships  engaged  the  van  and  centre  on  the 
outside. 

The  French,  finding  themselves  between  two 
fires,  made  a  firm  resistance.  The  action  at  once 
became  general  and  vigorous.  The  Theseus  closed 
suddenly  with  the  Gruerrier,  her  rigging  within 


THE   BATTLE   OF   THE   NILE  303 

six  feet  of  the  enemy's  jib-boom,  and  opened  a 
deadly  fire,  every  gun  being  loaded  with  two  or 
three  round  shot.  In  the  drawing  of  a  breath 
the  main  and  mizzen  masts  of  the  G-uerrier  fell, 
her  foremast  having  gone  before.  In  twenty  min- 
utes the  Oonquerant  and  the  Spartiate  were  also 
dismasted. 

Then  total  darkness  fell  on  both  fleets.  Only 
the  flash  and  glare  of  the  cannon  illumined  the 
night,  and  the  four  horizontal  lights  on  the  mizzen 
peak  of  every  British  ship  shone  like  stars  among 
the  rigging. 

The  British  force  engaged  had  until  now  counted 
twelve  ships  of  seventy-four  guns,  and  the  Leander 
of  fifty,  against  sixteen  ships  of  the  French,  some 
of  which  carried  as  many  as  eighty  and  one  hun- 
dred and  twenty  guns.  The  Culloden,  after  the 
signal  from  the  admiral's  ship  to  quit  her  prize, 
had  made  all  sail  to  reach  the  scene  of  action. 
Her  gallant  captain,  Troubridge,  Nelson's  trusted 
friend  and  adviser,  from  his  over-anxiety  and  zeal 
to  join  the  fleet,  ran  too  close  to  the  dangerous 
rocks,  which  his  chief  had  cleared  with  such  happy 
caution,  and  his  ship  grounded  on  the  tail  of  the 
shoal.  Filled  with  anguish  and  bitter  disappoint- 
ment, Troubridge  exerted  every  effort  to  get  her 
off.  For  hours,  all  through  the  night,  he  and  the 
ship's  company  worked  with  anxious  zeal ;  but  the 
ship  stuck  fast,  and  lay  beating  against  the  rocks 
almost  within  gunshot  of  the  hostile  fleets.  Trou- 


304  LORD  NELSON 


bridge's  only  consolation,  though  a  slight  one,  was 
that  he  served  as  a  beacon  and  a  warning  to  the 
Alexander  and  the  Swiftsure,  which  were  hasten- 
ing under  crowded  sail  from  the  harbor  of  Alexan- 
dria to  Aboukir  Bay.  Saved  by  his  signals  from 
a  similar  fate,  the  two  seventy-fours  rounded 
the  reef  and  swept  into  action  at  about  eight 
o'clock.  Soon  after  this  reserve  force  had  entered 
the  scene,  two  other  French  ships,  the  Aquilon  and 
the  Peuple  Souverain,  were  dismasted  and  silenced 
and  fell  into  the  hands  of  the  British. 

Captain  Miller  of  the  Theseus  writes  to  his  wife  : 
-ilJHaving  now  brought  all  our  ships  into  battle, 
you  are  to  suppose  it  raging  in  all  magnificent, 
awful,  and  horrific  grandeur."  We  can,  in  fact, 
well  picture  to  ourselves  the  superb  and  awful 
power  of  the  scene  :  the  black  sea,  and  blacker  sky ; 
the  clouds  of  dense  smoke ;  the  sudden  flashings 
from  the  cannons'  mouth  which  lit  the  sky  with 
crimson  fire  and  spread  a  deep,  lurid  glow  over 
the  thick  smoke;  the  shattered  rigging  and  the 
riddled  hulls ;  the  fearful  crash  on  crash  of  the 
deadly  broadsides ;  the  creaking,  shivering,  crush- 
ing sound  of  rended  wood,  and  the  heavy  fall  of 
masts. 

Five  ships  of  the  French  van  had  surrendered, 
but  in  the  centre  of  the  line  still  rode  the  formid- 
able flag-ship  of  Admiral  Brueys,  the  Orient,  a  120- 
gun  ship,  the  Tonnant  of  eighty  guns,  and  the 
Heureux.  Even  these  were  now  completely  in 


THE   BATTLE   OF   THE  NILE  305 

the  power  of  the  British,  and  could  scarcely  fail  to 
be  taken.  Victory  was  assured. 

But  in  the  very  face  of  success,  Nelson  lay  in 
the  cockpit,  severely  wounded  in  the  head.  In 
the  heat  of  the  attack,  at  about  half -past  eight,  a 
missile  struck  his  forehead,  blinding  him  completely 
for  the  moment.  As  he  fell  into  Captain  Berry's 
arms  he  exclaimed,  "  I  am  killed  ;  remember  me 
to  my  wife  !  "  He  was  carried  below  at  once,  and 
the  surgeon  came  forward  to  attend  to  him,  but  he 
insisted  on  waiting  until  his  turn  came,  although 
the  pain  was  intense.  After  his  wound  was 
dressed,  while  he  was  still  suffering  and  blinded, 
he  groped  for  pen  and  paper  and  scrawled  the  first 
words  of  his  despatch  to  St.  Vincent,  announcing 
the  victory. 

While  Nelson  lay  below,  word  was  brought  to 
him  that  the  ship  Orient  was  on  fire.  He  at  once 
ordered  himself  to  be  carried  on  deck,  and  from 
there  witnessed  the  most  dramatic  and  fearful 
scene  of  the  night.  At  about  nine  o'clock  the 
poop  of  the  French  flag-ship  caught  fire.  The 
Swiftsure  and  the  Alexander  turned  the  full  force 
of  their  batteries  into  the  burning  ship,  the  flames 
spread  rapidly,  and  before  long  the  whole  after 
part  was  in  a  blaze. 

By  the  light  of  the  vast  conflagration,  towering 
high  toward  the  heavens,  every  ship  loomed  out  in 
huge,  lurid  shapes,  every  mast  and  spar  and  rope 
was  outlined  against  the  fiery  sky,  and  even  the 


306  LORD  NELSON 


colors  could  be  seen  flying  at  the  mastheads  and 
proclaiming  the  hostile  countries. 

While  their  ship  was  wrapped  in  flames,  the 
heroic  Frenchmen  on  the  lower  decks  still  worked 
at  their  guns,  and  the  cannonading  to  leeward  still 
kept  up.  At  ten  o'clock  a  fearful  explosion  rent 
the  air ;  then  a  pause,  and  the  silence  of  death. 
The  eyes  of  all  were  fixed  on  the  mighty  wreck, 
and  on  the  flaming  masts  and  yards,  carried  like 
rockets  high  into  the  black  sky,  and  then  falling 
still  aflame  into  the  water  and  on  the  surrounding 
ships. 

The  awful,  breathless  stillness  was  broken. 
Then  all  became  feverish  activity,  fire-buckets 
and  engines  were  brought  out  to  save  the  threat- 
ened ships.  Fire  had  started  on  the  Alexander, 
but  soon  the  flames  were  extinguished.  Nelson, 
full  of  concern  for  the  lives  of  the  poor  Frenchmen, 
ordered  out  from  the  Vanguard  the  only  boat  that 
could  swim,  and  his  example  was  immediately  fol- 
lowed by  the  captains  of  the  other  ships.  Many 
of  the  unfortunate  crew  of  the  Orient  were  thus 
saved. 

On  this  scene  of  devastation  the  moon  rose  and 
spread  her  pale,  cold  light  over  the  turmoil  and 
confusion  of  the  battle. 

Firing  had  recommenced  and  was  kept  up  until 
three  o'clock  in  the  morning,  with  only  ten  minutes' 
total  cessation.  Victory  having  been  secured  in 
the  van  and  the  centre,  a  number  of  British  ships 


THE  BATTLE  OF  THE  NILE  307 

moved  on  to  concentrate  their  fire  on  the  French 
rear.  By  this  time  the  men  were  tired  and  ex- 
hausted, and,  writes  Captain  Miller  of  the  Theseus, 
"  As  soon  as  they  had  hove  our  sheet  anchor  up, 
they  dropped  under  the  capstan-bars,  and  were 
asleep  in  a  moment  in  every  sort  of  posture,  hav- 
ing been  then  working  at  their  fullest  exertion 
or  fighting  for  near  twelve  hours." 

Efforts  gradually  became  more  fitful  and  unsys- 
tematic. Worn  out  with  exertion  and  fatigue,  de- 
prived of  their  tireless  and  unparalleled  leader  to 
guide  and  personally  direct  them,  the  captains 
failed  to  make  a  last  united  attack  which  would 
not  have  allowed  a  single  ship  to  escape.  The 
Crenereux  and  Gruillaume  Tell,  with  two  frigates, 
cut  their  cables  and  stood  out  to  sea.  The  Zealous 
started  in  pursuit,  but  she  had  suffered  much  in 
her  rigging  and  there  was  little  hope  of  her  reach- 
ing the  Frenchmen.  As  no  other  ship  could  sup- 
port her,  she  was  recalled  by  the  admiral. 

Notwithstanding  his  magnificent  victory,  Nelson 
was  dissatisfied  that  a  single  ship  should  have 
escaped  him,  and  not  until  many  months  later, 
when  he  succeeded  in  capturing  in  the  Mediterra- 
nean the  very  ships  that  had  eluded  him  at  the 
Nile,  did  he  feel  that  he  had  completely  carried  out 
St.  Vincent's  instructions  to  "  take,  sink,  burn,  or 
destroy  "  the  armament  of  France. 

The  whole  of  the  2d  of  August  was  taken  up 
with  securing  the  French  ships  that  had  struck 


308  LORD  NELSON 


and  in  attending  to  the  wounded.  In  the  morning 
Nelson  had  issued  the  following  memorandum  to 
the  captains  of  the  fleet  :  — 

"  '  VANGUAKD,'  OFF  THE  MOUTH  OF  THE  NILE, 
"2d  August,  1798. 

"Almighty  God  having  blessed  His  Majesty's 
arms  with  victory,  the  Admiral  intends  returning 
Public  Thanksgiving  for  the  same  at  two  o'clock 
this  day ;  and  he  recommends  every  ship  doing  the 
same  as  soon  as  convenient. 

"  HORATIO  NELSON." 

On  that  and  the  two  following  nights  the  Arabs 
and  the  Mamelukes,  who  had  been  spectators  of 
the  battle  and  had  lined  the  shores  of  the  bay  all 
through  that  memorable  night,  illuminated  the 
whole  length  of  the  coast  and  the  country,  as  far 
as  eye  could  see,  in  celebration  of  the  victory. 

The  inspiring  news  did  not  reach  Great  Britain 
until  two  months  after  the  victory.  When  the 
nation  realized  the  full  extent  of  this  decisive 
success,  exultation  rilled  the  land,  and  popular 
enthusiasm  rose  to  the  highest  pitch  of  excitement. 
Nelson  was  raised  to  the  dignity  of  a  baron  with 
the  title  of  Baron  Nelson  of  the  Nile  —  a  reward 
far  from  equal  to  the  greatness  of  his  achievement, 
since  it  was  the  lowest  rank  in  the  peerage. 
Greater  pleasure  was  given  him  by  the  many 
tokens  and  congratulations  which  he  received  from 
every  part  of  the  globe.  The  Parliament  of  Great 


THE   BATTLE  OF  THE  NILE  309 

Britain  voted  him  $10,000  yearly,  the  East  India 
Company  presented  him  with  $50,000,  the  city  of 
London  sent  him  the  gift  of  a  sword.  The  city  of 
Palermo,  the  island  of  Zante,  the  captains  who 
served  under  him,  all  offered  him  tributes  of  their 
admiration.  The  Emperor  of  Russia,  the  King  of 
Sardinia,  the  King  of  the  Sicilies,  the  Sultan,  sent 
him  rich  presents  —  a  diamond  aigrette,  boxes  set 
with  diamonds,  and  a  sword  richly  ornamented 
with  diamonds. 

Meanwhile  Nelson  was  gathering  up  the  fruits 
of  his  great  victory.  Anchored  between  Alex- 
andria and  Rosetta  to  prevent  all  communication 
along  the  coast,  he  felt  the  importance  of  holding 
this  position  as  long  as  possible.  "  The  French 
army  is  in  a  scrape,"  he  writes  on  the  llth  of 
August ;  "  they  are  up  the  Nile  without  supplies." 
In  a  week's  time  six  of  the  prizes  were  in  a  con- 
dition to  sail  and  were  sent  with  seven  ships, 
under  Sir  James  Saumarez,  to  Gibraltar. 

The  task  of  refitting  the  squadron  Nelson  felt 
to  be  almost  beyond  his  power.  The  pain  and 
suffering  from  his  wound  in  the  head  continued 
to  make  him  dazed  and  bewildered,  and  he  was 
doubtful  whether  he  would  be  able  to  stay  in  the 
Mediterranean.  But  on  the  15th  of  August  he 
received  secret  orders  from  the  commander-in-chief 
to  return  from  Alexandria,  as  further  important 
operations  were  being  planned.  Leaving  Captain 
Hood  with  three  line-of-battle  ships  and  three  frig- 


310  LORD  NELSON 


ates  to  blockade  Alexandria,  intercept  French, 
supplies,  and  prevent  communications,  Nelson  or- 
dered the  three  remaining  prizes  to  be  burned,  and 
hastened  his  departure.  Sailing  westward  about 
the  19th  of  August,  he  anchored  at  Naples  on  the 
22d  of  September  to  repair  and  refit  his  disabled 
and  "  rotten  "  ships. 

At  Naples  he  was  received  with  the  wildest 
demonstrations  of  joy.  Flattery  and  adulation 
were  heaped  upon  him.  He  had  arrived  worn  out 
with  excitement  and  anxiety,  weakened  and  irri- 
tated by  his  wound  and  the  fever  which  set  in 
after  it. 

New  traits  of  character  now  develop.  Nelson, 
who,  until  the  battle  of  the  Nile,  had  always  been 
sanguine,  hopeful,  generous,  buoyant,  genial,  en- 
thusiatic,  thoughtful  for  others,  who  had  idealized 
life  and  events  and  men,  becomes  after  his  wound  in 
the  head  somewhat  complaining,  peevish,  and  irri- 
table, more  ready  to  criticise  others,  more  despond- 
ent about  his  own  condition.  His  love  of  praise 
and  admiration,  from  being  a  weakness,  grows  to  be 
a  fault.  His  strength  of  moral  purpose  and  noble 
grandeur  of  character  suffer  a  loss,  while  his  guid- 
ing intellect,  his  renown,  his  glory,  the  lustre  of 
his  achievements,  and  his  heroic  patriotism  con- 
tinue untarnished  to  the  end. 

A  stay  of  several  months  at  the  Neapolitan 
court ;  the  flight  of  the  king  and  queen  of  Naples 
in  the  Vanguard,  under  Nelson's  protection,  to 


THE  BATTLE  OF   THE  NILE  311 

Palermo ;  a  residence  in  the  Sicilies ;  the  blockade 
of  the  Bay  of  Naples  by  Captain  Troubridge,  and 
the  evacuation  of  the  city  and  neighboring  islands 
by  the  French,  were  the  events  of  the  winter  of 
1798-1799. 

Early  in  May  word  was  brought  to  Nelson  at 
Palermo  that  a  French  fleet  of  nineteen  sail  of  the 
line  had  slipped  out  of  Brest  and  joined  the  Span- 
ish fleet  of  twenty-seven  ships  of  the  line  at  Cadiz. 
Nelson  at  once  was  all  energy  and  activity.  The 
definite  emergency  roused  him  from  his  depression 
and  discontent.  Sending  for  Troubridge  in  the 
Bay  of  Naples,  and  for  Captain  Ball  off  Malta,  he 
collected  with  all  possible  haste  a  squadron  of  ten 
or  more  sail  of  the  line,  and  cruised  in  the  Medi- 
terranean in  the  hope  of  getting  news  of  the 
enemy.  But  the  French  had  succeeded  in  elud- 
ing him.  After  a  fruitless  search  Nelson  returned 
again  to  Palermo. 

Early  in  1800  he  was  cheered  by  the  capture, 
after  a  hot  action,  of  the  CrenSreux  and  G-uillaume 
Tell,  the  two  line-of-battle  ships  that  had  escaped 
him  at  the  Nile.  "  My  task  is  done,  my  health  is 
finished,  and  probably  my  retreat  forever  fixed," 
he  writes,  after  the  surrender  of  the  Cruillaume 
Tell 

The  long  blockade  and  siege  of  Malta  to  which 
he  had  been  detached  by  Lord  Keith,  the  succes- 
sor of  St.  Vincent  as  commander-in-chief  of  the 
Mediterranean  fleet,  completed  the  undermining 


312  LORD  NELSON 


of  his  health.  His  state  of  extreme  exhaustion 
increased  day  by  day,  and  he  was  at  last  permitted 
by  the  admiralty  to  return  to  England.  Striking 
his  flag  in  the  Mediterranean,  he  made  the  journey 
by  land,  crossing  the  Continent  and  arriving  at 
Yarmouth  on  the  6th  of  November.  He  at  once 
reported  his  health  to  be  entirely  restored,  and 
expressed  his  desire  to  serve  immediately,  as  it 
was  not  his  wish  "  to  be  a  moment  out  of  active 
service." 


CHAPTER  XXV 

"ENGLAND  MISTRESS   OF   THE   SEAS" 

EARLY  in  1801  Nelson  hoisted  his  flag  as  vice- 
admiral  of  the  Blue  on  the  St.  G-eorge,  and  re- 
ceived orders  to  place  himself  under  Sir  Hyde 
Parker,  who  had  been  appointed  to  the  North  Sea 
command.  On  the  12th  of  March  a  fleet  of  six- 
teen ships  of  the  line,  with  a  number  of  frigates, 
sloops  of  war,  bombs,  and  smaller  craft,  making 
a  total  of  fifty-three  sail,  put  to  sea  from  Yarmouth 
Roads  and  headed  for  the  Baltic. 

The  expedition  upon  which  Great  Britain  was 
about  to  embark  was  an  attempt  to  settle  by  arms 
her  misunderstandings  with  Denmark  over  the 
right  of  belligerents  to  search  neutral  ships  for 
contrabands  of  war.  Great  Britain  maintained 
her  right ;  Denmark  resisted  it.  Russia  had  joined 
her  claims  to  those  of  Denmark,  emphasizing  her 
hostile  attitude  by  the  seizure  in  Russian  ports  of 
three  hundred  British  merchant  vessels,  and  the 
two  Baltic  countries  combined  with  Sweden  and 
Prussia  to  form  an  armed  neutrality.  While  no 
formal  declaration  of  war  had  been  issued,  Great 
Britain  despatched  her  fleet  to  maintain  her  rights 
in  northern  waters. 

313 


314  LORD  NELSON 


Nelson  was  impatient  of  every  delay.  "Time 
is  everything,"  he  once  said,  "five  minutes  make 
the  difference  between  victory  and  defeat."  His 
plan  would  have  been  to  sail  with  all  possible 
speed  for  the  mouth  of  Copenhagen  harbor,  and 
bring  the  Northern  Coalition  to  decisive  terms, 
either  for  peace  or  immediate  war.  Every  hour 
gave  the  Danes  time  to  make  preparations  for 
defence. 

On  the  19th  of  May  the  British  fleet  reached 
the  Skaw,  the  northernmost  point  of  Denmark. 
More  delays  and  vacillations  on  the  part  of  the  com- 
iffimder-in-chief  exasperated  Nelson,  whose  prin- 
ciple was  to  "  strike  quick,  and  home."  Missing 
a  fair  wind  which  would  have  carried  them 
through  the  Kattegat,  and  another  fair  wind  which 
would  have  taken  them  through  the  Sound,  the 
fleet  finally  made  a  false  start  up  the  Great  Belt, 
only  to  return  to  its  former  anchorage. 

At  last,  at  daylight,  on  the  morning  of  the  30th, 
with  a  top-sail  breeze  blowing  from  the  northwest, 
the  signal  was  made  to  sail  in  order  of  battle 
through  the  Sound.  Nelson  had  shifted  his  flag 
from  the  St.  G-eorge  to  the  Elephant  as  being  a 
lighter  and  faster  ship.  His  plan  of  operations, 
which  he  laid  before  Sir  Parker,  showed  his 
masterly  comprehension  of  the  situation,  his 
energetic,  bold,  and  impetuous  spirit,  and  was 
in  the  main  accepted  as  the  working  plan  of 
attack. 


« ENGLAND  MISTRESS  OF  THE  SEAS"     315 

Copenhagen  was  the  goal  of  the  operations. 
Led  by  Nelson  in  the  van,  the  fleet  passed  through 
the  Sound  unmolested  by  the  Swedish  batteries. 
The  Danes  opened  fire  from  one  hundred  pieces  of 
cannon  and  mortars,  but  the  shower  of  shot  fell 
a  cable's  length  from  the  British  ships  and  did  no 
harm.  The  whole  fleet  anchored  five  miles  below 
Copenhagen.  Sir  Hyde  Parker  and  Nelson,  ac- 
companied by  several  senior  captains,  at  once  re- 
connoitred the  harbor  and  channels  in  a  schooner. 

The  enemy  had  taken  advantage  of  the  British 
delays  to  strengthen  their  defences,  and  had  made 
formidable  preparations  for  resistance.  Their  line 
of  defence  covered  four  miles  from  end  to  end ; 
a  floating  battery,  extending  along  the  coast  for 
almost  two  miles,  was  made  up  of  the  hulls  of 
seven  line -of -battle  ships,  unrigged  and  filled  with 
ordnance,  ten  pontoons,  a  bomb-ship,  and  many 
smaller  craft.  Several  shore  batteries  and  the 
Trekroner,  or  Three-crown  Battery,  an  artificial 
island  on  piles,  flanked  the  flotilla  at  each  end, 
and  off  the  harbor's  mouth,  which  was  also  pro- 
tected by  shore  batteries,  were  moored  several 
battle-ships  and  lighter  craft. 

Two  days  were  spent  by  the  commander-in-chief, 
Nelson,  and  all  the  artillery  officers  in  the  exami- 
nation of  the  inner  and  outer  channels  by  which 
Copenhagen  could  be  approached,  and  of  the  Middle 
Ground  between  them,  or  the  great  shoal.  The 
difficulties  of  navigation  among  these  dangerous 


316  LORD  NELSON 


flats  would  have  seemed  almost  insuperable  to  any 
one  but  a  Nelson.  Even  the  experienced  pilots  and 
masters,  who  were  familiar  with  every  inch  of  the 
ground,  dwelt  incessantly  on  the  dangers  of  at- 
tempting an  entrance.  To  all  suggestions  of  alarm 
or  hesitation  Nelson  returned  an  impatient  and 
irritated  answer.  It  was  he  who,  during  the  night, 
went  in  a  boat  to  oversee  the  laying  down  of  fresh 
buoys,  the  Danes  having  removed  or  displaced  the 
former  ones. 

At  a  council  of  war,  called  by  Admiral  Parker  on 
the  31st  of  March,  Nelson  laid  down  his  plan  of 
attack;  he  proposed  to  enter  through  the  outer 
channel  and  to  attack  the  back  or  weakest  end  of 
the  enemy's  position.  He  offered  his  services,  and 
asked  for  ten  line-of -battle  ships  and  all  the  smaller 
craft.  Admiral  Parker,  with  great  discretion,  ap- 
pointed him  to  this  detached  service,  and  left 
everything  to  his  decision,  giving  him  two  more 
line -of -battle  ships  than  he  had  asked  for. 

"During  this  council  of  war,"  writes  Colonel 
Stewart,  who  gives  us  the  chief  detailed  account  of 
the  battle,  "  the  energy  of  Lord  Nelson's  character 
was  remarked."  Pacing  the  cabin  with  resolute  and 
energetic  step,  and  working  the  stump  of  his  arm, 
as  he  always  did  under  excitement,  he  showed 
mortification  and  annoyance  at  any  suggestion  of 
irresolution  or  fear. 

On  the  1st  of  April  the  whole  fleet  took  up  a 
position  two  leagues  from  the  city,  and  from  there, 


"ENGLAND  MISTRESS   OF   THE   SEAS"      317 

at  about  one  o'clock,  Nelson  threw  out  the  signal 
for  his  division  to  weigh.  Under  a  light  breeze 
the  ships  passed  one  by  one  through  the  northern 
channel,  led  by  the  light  Amazon,  and  as  twilight 
fell  they  reached  their  anchorage  off  Dragor  Point, 
not  two  miles  from  the  enemy's  line.  As  the  ships 
lay  in  the  crowded  anchoring  ground,  thirty-three 
sail  huddled  close  together,  and  within  range  of 
the  Danish  mortar-boats  and  battery,  a  shower  of 
shells  would  have  done  fearful  havoc.  But  the 
Danes  were  too  busy  in  strengthening  their  line, 
and  were  too  confident  in  the  impassability  of  their 
dangerous  channels,  to  pay  any  attention  to  the 
enemy's  ships.  All  through  the  dark  night  the 
British  guard-boats  slipped  stealthily  and  silently 
over  the  water,  even  to  the  very  side  of  the  leading 
Danish  ship,  Captain  Hardy  sounding  as  he  went, 
and  getting  the  bearings  of  the  shoals. 

On  the  night  of  the  1st  of  April,  on  the  eve  of 
the  battle,  "the  gallant  Nelson,"  in  high  spirits 
and  animated  with  excitement,  sat  at  table  with  a 
choice  party  of  his  friends  and  comrades  in  arms. 
All  were  anxious  for  the  dawn,  and  full  of  admira- 
tion for  their  great  leader.  Early  in  the  evening 
the  signal  to  prepare  for  battle  had  been  made,  and 
the  night  was  spent  in  drawing  up  instructions 
for  the  captains.  Nelson  was  so  exhausted  while 
dictating  his  orders  that  his  friends  begged  him  to 
lie  on  a  cot  on  deck.  From  there  he  still  continued 
to  dictate,  and  to  urge  his  men  to  work. 


318  LORD  NELSON 


As  the  morning  of  the  2d  of  April  broke  with 
a  fair  wind  and  clear  sky,  the  pilots  and  masters 
were  called  on  board  the  admiral's  ship.  Hesita- 
tion and  uncertainty  made  them  loath  to  lead  the 
fleet.  But  not  a  moment  could  be  lost ;  the  signal 
was  made  for  action,  and  Nelson  urged  them  to  be 
resolute  and  steady.  At  last  Mr.  Brieiiy  offered  to 
lead  the  column,  and  at  half-past  nine  the  ships 
weighed  anchor  in  succession.  Led  by  the  Edgar^ 
the  noble  line  of  battle-ships  advanced  upon 
the  enemy.  Two  of  them  kept  too  close  to  the 
shoal  and  ran  aground;  the  rest  of  the  line  took 
up  their  positions  a  cable's  length  from  their 
opponents. 

At  about  ten  o'clock  the  action  began,  and  in 
little  more  than  an  hour's  time  the  battle  became 
general.  The  British  line  was  spread  from  end  to 
end  of  the  Danish  position ;  but  the  Crown  Battery, 
which  was  to  have  been  attacked  by  the  grounded 
ships,  was  left  without  opponents  until  Captain 
Riou  of  the  Amazon  led  his  squadron  of  frigates  to 
replace  the  missing  battle-ships.  Hour  after  hour 
the  raking  fire  kept  up  along  the  whole  length  of 
the  line,  while  the  division  under  Admiral  Parker 
threatened  the  mouth  of  the  harbor  from  the  out- 
side. Impeded  by  the  currents,  the  British  gun- 
brigs  could  not  come  into  action,  and  only  two  of 
the  bomb-vessels  reached  their  positions.  By  one 
o'clock  the  Monarch  and  Isis  had  received  serious 
injury,  and  the  Bellona  and  Russell  were  flying 


"ENGLAND  MISTRESS  OF   THE   SEAS"      319 

signals  of  distress.  From  the  Agamemnon  came 
the  signal  of  inability.  Nelson's  flag-ship,  the 
Elephant,  was  still  warmly  engaged  with  the 
Danish  commodore  in  the  Dannebrog,  and  with 
two  heavy  praams. 

At  this  moment  was  made  on  the  London,  Admi- 
ral Parker's  flag-ship,  the  famous  signal  of  recall. 
Watching  the  conflict  from  afar,  the  commander- 
in-chief  saw  the  stubborn  resistance  of  the  Danes, 
saw  also  the  mishaps  to  some  of  the  British  vessels 
which  had  reduced  their  fighting  numbers  to  only 
nine  line-of-battle  ships.  Uncertain  by  nature, 
and  lacking  that  greatness  of  mind  and  soul  which 
takes  high  risks,  he  feared  a  crushing  defeat,  and 
signalled  for  the  action  to  cease. 

Lord  Nelson  was  walking  the  quarter-deck,  as 
he  had  been  throughout  the  action,  animated  and 
full  of  heroic  purpose.  The  signal  lieutenant  ad- 
vanced toward  him  and  reported  that  signal  No.  39 
(to  discontinue  the  engagement)  was  thrown  out 
on  board  the  London.  Nelson  paid  no  heed,  but 
continued  his  walk.  At  the  next  turn  the  lieu- 
tenant asked,  "  whether  he  should  repeat  it  ? " 
Nelson  replied,  "No,  acknowledge  it,"  and  then 
added,  "Is  No.  16  (for  close  action)  still  hoisted?" 
The  lieutenant  answered  that  it  was ;  then  Nelson 
said,  "Mind  you  keep  it  so." 

Walking  the  deck  with  agitation  and  work- 
ing the  stump  of  his  right  arm,  he  exclaimed  to 
Colonel  Stewart,  "Do  you  know  what's  shown  on 


320  LORD  NELSON 


board  the  commander-in-chief  ?  No.  39."  On 
being  asked  what  that  meant,  he  replied,  "  Why, 
to  leave  off  action."  —  "  Leave  off  action !  "  he  re- 
peated, and  we  can  fancy  what  mingled  contempt 
and  determination  were  in  his  voice,  "  Now  damn 
me  if  I  do."  Then  he  turned  to  Captain  Foley 
and  said  playfully,  "  You  know,  Foley,  I  have  only 
one  eye.  I  have  a  right  to  be  blind  sometimes," 
and  raising  the  glass  to  his  blind  eye  he  said,  "  I 
really  do  not  see  the  signal." 

The  signal  was  therefore  not  repeated  by  Nelson 
as  a  command  to  his  division.  Admiral  Graves 
repeated  it,  but  left  the  signal  for  close  action 
still  flying.  Not  a  ship  of  the  line  moved  from 
its  place  in  the  battle,  and  what  would  have  been 
an  annihilating  defeat  was  turned  by  this  deter- 
mined attitude  into  a  glorious  victory. 

The  action  continued  with  undiminished  inten- 
sity. By  two  o'clock  the  larger  part  of  the  Danish 
line  had  been  silenced.  The  Dannebrog  was  dis- 
abled and  on  fire,  and  Commodore  Fischer  had 
twice  been  obliged  to  shift  his  flag.  Many  ships 
were  adrift,  others  were  completely  shattered  and 
had  struck.  The  Danish  line  of  defence  was  de- 
stroyed, and  the  Crown  Batteries  could  no  longer 
be  held.  The  victory  was  complete. 

At  half-past  two  Nelson  sent  a  flag  of  truce  on 
shore,  with  a  letter  to  the  Crown  Prince,  insisting 
on  a  cessation  of  firing  from  the  ships  that  had 
struck,  else  he  would  be  forced  to  burn  the  prizes. 


"ENGLAND  MISTRESS  OF  THE  SEAS"      321 

He  had  been  led  to  take  this  step  by  the  irregular 
proceedings  of  the  Danes,  who  either  were  igno- 
rant of  the  usages  of  war  or  chose  to  disregard 
them,  and  continued  to  fire  upon  the  British  boats 
as  they  approached  to  take  possession  of  the  prizes, 
even  though  they  had  struck  their  colors  as  a  sign 
of  surrender. 

The  truce  was  accepted  and  prolonged  several 
days.  Nelson  was  able  to  remove,  not  only  the 
prizes  he  had  captured,  but  also  his  own  ships 
from  the  intricate  channels,  and  to  land  all  the 
wounded  Danes  on  shore.  The  entire  British 
fleet  then  passed  through  the  difficult  passage  of 
the  Grounds,  before  looked  upon  as  impracticable, 
and  entered  the  Baltic.  Nelson  remained  in  the 
Baltic  for  two  months  as  commander-in-chief  of 
the  fleet,  Sir  Hyde  Parker  having  been  removed, 
and  on  the  19th  of  June  returned  to  England, 
where  he  landed  on  the  1st  of  July  at  Yarmouth. 

Nelson's  health  had  greatly  suffered  during  the 
northern  campaign,  and  on  his  return  to  England 
he  longed  passionately  for  rest.  But  England  was 
alarmed  by  rumors  of  a  French  invasion,  and  the 
country  could  not  be  quieted  unless  a  Nelson  pro- 
tected her  shores.  He  was  appointed  commander- 
in-chief  of  a  squadron  of  defence,  whose  mission 
was  to  cruise  off  the  coast  and  protect  the  Thames 
and  Medway.  In  little  more  than  a  month  he 
hoisted  his  flag  and  kept  it  flying  until  the  follow- 
ing April,  nine  months  of  irritating,  uncongenial, 


322  LORD  NELSON 


wearying  command,  which  left  him  sore  in  body 
and  mind.  The  hero  of  St.  Vincent,  of  the  Nile,  and 
of  Copenhagen  was  not  made  for  patrol  work 
and  boat  warfare.  His  release  came  at  last,  and 
he  was  given  a  short  period  of  that  rest  he  so  much 
desired.  Cessation  of  hostilities  with  the  French 
republic  was  announced  in  October,  1801,  but  the 
peace  of  Amiens  was  not  signed  until  late  in  the 
following  March,  and  on  the  10th  of  April,  1802, 
Nelson  received  orders  to  strike  his  flag. 

After  the  battle  of  Copenhagen,  Nelson  had 
been  raised  to  the  rank  of  viscount,  and  in  Octo- 
ber, 1801,  he  had  taken  his  seat  in  the  House  of 
Lords.  At  this  time  he  especially  felt,  with  keen 
and  generous  sympathy,  the  neglect  of  the  govern- 
ment, the  admiralty,  and  the  city  of  London  to 
reward  or  acknowledge  the  devoted  services  of 
those  who  had  fought  at  the  battle  of  Copenhagen. 
No  medals  had  been  issued  after  the  victory,  no 
thanks  had  been  voted  by  the  city,  no  rewards  had 
been  granted  to  any  but  himself  and  Admiral 
Graves.  His  devoted  loyalty  to  all  those  who  had 
shared  with  him  the  perils  of  battle,  and  had  helped 
him  to  win  his  glorious  victories,  was  at  all  times 
one  of  the  noblest  traits  of  his  character.  It  was 
this,  in  large  measure,  which  won  for  him  the  en- 
thusiastic support  and  the  warm  affection  of  every 
man  who  served  under  him. 

He  wrote  to  the  Lord  Mayor  of  London  on  the 
8th  of  November,  1802:  "If  Lord  Nelson  could 


"ENGLAND  MISTRESS  OF   THE   SEAS"      323 

forget  the  services  of  those  who  have  fought  under 
his  command,  he  would  ill  deserve  to  be  so  sup- 
ported as  he  has  always  been."  In  writing  previ- 
ously to  Lord  St.  Vincent  he  had  said :  "  If  ever  I 
feel  great,  it  is,  my  dear  Lord,  in  never  having  in 
thought,  word,  or  deed  robbed  any  man  of  his  fair 
fame."  With  his  thirst  for  glory,  he  never  desired 
to  win  it  at  the  expense  or  neglect  of  those  who 
had  borne  with  him  the  dangers  and  hardships  of 
war. 

Referring  to  Copenhagen,  in  a  letter  to  the  Lord 
Mayor,  he  writes :  "  I  should  feel  much  mortified, 
when  I  reflected  on  the  noble  support  I  that  day 
received,  at  any  honor  which  could  separate  me 
from  them."  In  this  same  letter  he  refused  to  re- 
ceive a  vote  of  thanks  from  the  city  of  London  for 
his  conduct  on  the  Downs,  and  afterward  refused 
to  dine  at  Guildhall  on  Lord  Mayor's  Day. 

In  May,  1803,  war  with  France  having  broken 
out  afresh,  Nelson  was  appointed  commander-in- 
chief  of  his  Majesty's  ships  in  the  Mediterranean. 
On  the  18th  he  hoisted  his  flag  on  board  the  Vic- 
tory, the  ship  whose  name  was  to  become  immortal 
as  the  one  in  which  he  fought  the  last  battle  and 
won  the  crowning  victory  of  his  life. 

Sailing  from  Spithead  on  the  20th  of  May,  he 
joined  Sir  Richard  Bickerton  on  the  8th  of  July, 
and  began  the  blockade  of  Toulon  and  of  the 
French  fleet  which  lay  within  the  harbor.  Through 
gales  of  wind  and  squalls,  the  tedious  work  of 


324  LORD   NELSON 


blockading  was  carried  on.  The  weariness  of  it 
may  be  judged  from  a  letter  written  by  Nelson  on 
the  7th  of  July,  1804,  exactly  one  year  after  the 
blockade  had  begun :  "  We  have  nothing  but  inces- 
sant gales  of  wind,  and  I  am  absolutely  worn  out." 
Most  of  his  ships  were  scarcely  seaworthy,  and 
only  four  of  them  were  "  fit  to  keep  the  sea." 

Meanwhile  at  Toulon  and  Brest  the  French 
navy  was  being  daily  increased  and  put  into  effec- 
tive condition.  New  ships  were  equipped,  troops 
gathered  for  embarkation,  every  preparation  made 
for  a  fresh  naval  expedition. 

The  invasion  of  Great  Britain  was  the  object  of 
the  French  emperor's  new  enterprise.  For  this  stu- 
pendous undertaking  Napoleon  had  been  drilling  an 
army  of  one  hundred  and  fifty  thousand  men,  and 
collecting  a  fleet  of  thirty -five  ships  in  the  harbors 
of  Toulon,  Brest,  and  Rochefort.  The  squadrons 
were  to  assemble  at  the  West  Indies  and  from  there 
sail  for  the  Straits  of  Dover. 

Nelson's  sagacity  showed  him  the  importance  of 
preventing  the  junction  of  the  French  squadrons, 
and  of  fighting  them  as  soon  as  they  left  port. 
For  this  contingency  he  had  been  waiting  under 
trials,  hardships,  and  disappointments  for  a  year 
and  a  half  —  a  period  of  bitter  anxiety  and  depri- 
vation. The  long-expected  news  was  flashed  to 
him  by  signals  as  his  fleet  lay  at  anchor  in  Magda- 
lena  Roads.  He  had  left  two  lookout  frigates  to 
watch  the  movements  of  the  enemy ;  under  press 


"ENGLAND  MISTRESS   OF   THE   SEAS"      325 

of  sail  they  sped  to  his  anchorage.  The  French 
fleet,  under  Admiral  Villeneuve,  slipped  out  of 
Toulon  harbor  on  the  17th  of  January,  bound  for 
Sardinia. 

On  the  afternoon  of  the  19th  Nelson  saw  the 
signals ;  three  hours  later  his  fleet  was  at  sea  in 
hot  pursuit.  The  Victory  in  the  lead,  followed  by 
a  single  column,  each  ship  carrying  a  light  in  her 
stern,  filed  through  the  dangerous  channel,  only 
a  quarter  of  a  mile  wide,  between  Sardinia  and 
Biche,  in  the  black  night,  under  a  heavy  gale  of 
wind.  Then  followed  the  heart-rending  search  for 
Villeneuve.  Nelson  scoured  the  Mediterranean  in 
the  worst  weather  he  had  ever  seen;  gale  after 
gale  swept  his  ships  over  the  angry  waters.  The 
same  blasts  that  tormented  Nelson,  and  added  to 
the  perplexities  of  the  pursuit,  drove  the  French 
back  to  port  and  to  refit. 

Again  Villeneuve  set  sail  with  eleven  line-of- 
battle  ships,  seven  frigates,  and  two  brigs.  Nel- 
son had  been  battling  and  drifting  with  the  storm, 
beaten  by  wind  and  waves  ;  he  had  been  to  Naples, 
Sicily,  and  Sardinia,  to  Alexandria,  Candia,  and 
Malta ;  he  had  "  covered  the  channel  from  Bar- 
bary  to  Toro  with  frigates  and  the  fleet."  Yet  the 
French  escaped  him. 

On  the  18th  of  April  he  writes:  "I  am  going 
out  of  the  Mediterranean  after  the  French  fleet." 
That  they  had  eluded  his  vigilance  was  a  severe 
affliction,  and  smarting  under  the  mortification, 


326  LORD  NELSON 


yet  with  a  full  sense  of  having  done  all  within  his 
power,  he  followed  them  westward.  Bad  weather 
dogged  him  and  held  him  back.  "  My  good  for- 
tune seems  flown  away ;  I  cannot  get  a  fair  wind. 
Dead  foul !  —  dead  foul !  " 

Through  the  Straits  and  after  them  he  went. 
"  Salt  beef  and  the  French  fleet  is  far  preferable 
to  roast  beef  and  champagne  without  them." 
Through  the  Gut,  threatened  by  a  Levanter,  past 
Cape  St.  Vincent,  then  straight  across  the  Atlantic 
to  the  West  Indies. 

On  the  4th  of  June  the  British  fleet  of  ten  sail 
of  the  line  sighted  Barbadoes.  Rumors  that  the 
French  fleet  had  been  seen  in  the  Caribbean 
waters  continued  to  reach  Nelson.  On  he  sped  to 
Tobago,  to  Trinidad,  to  Montserrat,  to  Antigua. 
The  enemy  had  been  before  him,  and  had  slipped 
through  his  fingers.  Still  not  despairing,  he  turned 
about,  and  pursuing  them  across  the  Atlantic 
once  more  he  hoped  to  reach  Cadiz  before  they  did. 
Back  to  Europe,  under  press  of  sail,  his  course 
lay.  He  had  covered  6,686  miles  of  sea,  thirty- 
four  leagues  per  day.  On  the  18th  of  July,  three 
months  after  he  had  left  the  Straits  of  Gibraltar, 
he  writes :  "  Cape  Spartel  in  sight,  but  no  French 
fleet ;  how  sorrowful  this  makes  me,  but  I  cannot 
help  myself."  The  same  day  he  joined  the  squad- 
ron under  Vice-admiral  Collingwood  before  Cadiz. 
On  the  20th  of  July  he  makes  this  entry  in  his 
diary :  "  I  went  on  shore  for  the  first  time  since 


"ENGLAND  MISTRESS  OF  THE  SEAS"      327 

June  16th,  1803,  and  from  having  my  foot  out  of 
the  Victory  two  years,  wanting  ten  days." 

That  his  long  and  arduous  chase  of  Villeneuve 
had  ended  in  what  he  considered  failure,  "  almost 
broke  his  heart,"  as  he  himself  says,  for  his  one 
object  had  been  to  find  the  French  fleet  and 
destroy  it.  That  he  had  rendered  an  almost  equal 
service  by  saving  the  West  Indies,  and  returning 
in  time  to  save  Great  Britain,  he  did  not  at  first 
realize. 

On  the  25th  of  July  he  received  the  first  infor- 
mation of  the  enemy's  fleet.  It  had  been  seen 
steering  northward,  and  to  the  north  Nelson  went 
in  pursuit.  Three  weeks  later  he  joined  Vice- 
admiral  Cornwallis  off  Ushant,  and  receiving 
orders  to  return  to  England,  he  sailed  for  Spit- 
head.  His  stay  at  home  was  short.  Two  weeks 
after  his  arrival  he  again  hoisted  his  flag  on  the 
Victory  and  sailed  from  Portsmouth  on  the  15th 
of  September.  Fourteen  days  later  he  joined 
Collingwood  off  Cadiz.  The  force  under  his 
command  counted  twenty-seven  ships  of  the  line. 
Lying  in  the  outer  harbor  of  Cadiz  were  thirty- 
six  battle-ships  and  a  number  of  frigates  ready  for 
sea,  the  combined  fleets  of  France  and  Spain,  under 
the  command  of  Villeneuve  and  Gravina. 

On  the  morning  of  the  19th  of  October,  Nelson 
was  cruising  off  Cape  Trafalgar;  it  was  a  clear 
day  with  an  easterly  wind.  Suddenly  the  signal 
flew  up  on  the  lookout  ships  that  the  enemy  was 


328  LORD  NELSON 


coming  out  of  port.  On  the  masthead  of  the 
Victory  was  run  up  the  signal  for  a  "  general 
chase  southeast,"  toward  the  Straits  of  Gibraltar, 
to  prevent  the  enemy  from  entering  the  Mediter- 
ranean. Two  days  later,  at  the  dawn  of  Monday, 
the  21st  of  October,  the  whole  French  and  Spanish 
combined  fleet  had  put  to  sea  and  was  formed  in 
a  curved  line  of  battle,  stretching  five  miles  from 
horn  to  horn,  off  the  southern  coast  of  Spain. 
On  one  side  lay  Cadiz,  on  the  other  Cape  Trafalgar, 
in  the  far  distance  the  Straits  of  Gibraltar.  Tow- 
ering high  among  the  thirty-three  ships  of  the 
line  was  the  monster  giant,  the  Santissima  Trinidad, 
of  a  hundred  and  thirty  guns,  the  largest  ship 
afloat.  Directly  astern  of  her  loomed  the  masts 
of  the  Bucentaure,  the  famous  flag-ship  of  the 
commander-in-chief,  Admiral  Villeneuve.  Behind 
and  before  rose  the  black  sides  of  vast  structures 
bristling  with  guns,  a  very  forest  of  ships,  await- 
ing the  crash  of  the  British  liners. 

And  where  was  Nelson?  -  The  moment  had 
arrived,  sought  for  through  two  years  and  four 
months  of  marvellous  endurance,  tenacity  of  pur- 
pose, and  unexampled  devotion.  Coming  on  deck 
of  his  flag-ship,  the  Victory,  dressed  in  his  admiral's 
coat  and  covered  with  a  blaze  of  decorations,  he 
made  in  quick  succession  the  signals:  "Form  the 
order  for  sailing ; "  "  Prepare  for  battle  ; "  "  Bear 
up."  In  two  columns  of  attack  the  twenty-seven 
British  liners  bore  down  full  sail  upon  the  enemy. 


Y>. 


Nelson's   Great   Victory   at   Trafalgar. 


"ENGLAND   MISTRESS   OF   THE   SEAS"      329 

Admiral  Collingwood,  in  his  flag-ship,  the  Royal 
Sovereign,  led  the  column  to  the  south,  while  the 
Victory  led  to  the  north. 

Toward  eleven  o'clock  Nelson  went  below,  and 
on  his  knees  wrote  the  words  of  his  noble  prayer  : 
"  May  the  great  God  whom  I  worship  grant  to 
my  country,  and  for  the  benefit  of  Europe  in  gen- 
eral, a  great  and  glorious  victory.  .  .  .  Amen." 
Directly  afterward  followed  the  memorable  signal 
which  Nelson  sent  as  a  last  message  to  his  fleet, 
"  England  expects  every  man  will  do  his  duty." 
Shouts  and  cheers  along  the  whole  line  greeted 
the  inspiring  words.  Then  was  hoisted  the  signal 
for  "  close  action,"  which  soon  disappeared  in  the 
smoke  of  battle,  but  was  flying  till  it  was  shot 
away. 

The  Royal  Sovereign  first  broke  the  enemy's 
line.  The  Victory  then  swept  down  upon  the 
Bucentaure  ;  and  as  Nelson's  ship  rode  majestically 
within  range  of  the  allied  guns,  the  whole  artillery 
of  eight  ships  of  the  van  opened  upon  her.  Sheets 
of  flame  leaped  from  the  colossal  sides  of  the 
Bucentaure,  the  Redoubtable,  and  the  Santissima 
Trinidad.  For  a  moment  the  Victory  was  silent. 
Then  she  opened  a  broadside  on  the  Bucentaure, 
which  dismounted  twenty  guns  and  killed  four 
hundred  men;  and,  leaving  the  enemy's  flag-ship 
to  the  mercy  of  her  followers,  she  entered  on  that 
fatal  engagement  with  the  Redoubtable,  which  cost 
Nelson  his  life. 


330  LORD  NELSON 


As  the  two  ships  lay  side  by  side,  so  close  that 
the  muzzles  of  the  Victory's  guns  touched  the  sides 
of  her  opponent,  Nelson  and  Captain  Hardy  paced 
the  quarter-deck.  Not  fifty  feet  above  them,  the 
mizzentop  of  the  Redoubtable  swarmed  with  sharp- 
shooters. As  the  two  friends  reached  the  cabin 
hatch,  Nelson  suddenly  fell  forward  on  the  deck, 
shot  through  the  back.  "  They  have  done  for  me 
at  last,"  he  said  to  Hardy.  "  My  backbone  is  shot 
through."  He  was  carried  below  to  the  cock-pit, 
among  the  wounded  and  the  dying,  where  every- 
thing was  done  to  relieve  his  suffering.  There 
for  three  hours  he  lay,  listening  to  the  incessant 
strife  overhead,  while  the  decisive  moments  of  the 
fight  came  and  went. 

The  Bueentaure  surrendered,  and  prize  after 
prize  fell  into  the  hands  of  the  British.  Before 
Nelson  had  closed  his  eyes,  while  his  flag  was  still 
flying,  seventeen  of  the  allied  ships  had  been 
captured,  and  one  of  the  most  glorious  of  sea 
victories  had  been  won.  Even  at  the  moment 
when  the  great  victor  breathed  his  last,  the  guns 
ceased  firing,  and  silence  fell  upon  the  fleets.  And, 
dying  in  the  hour  of  triumph,  his  last  words  were, 
"  Thank  God,  I  have  done  my  duty !  " 

Nelson  seems  from  the  first  to  have  felt  a 
premonition  of  his  death.  The  day  before  the 
action  he  said,  at  dinner,  "To-morrow  I  will 
do  that  which  will  give  you  younger  gentlemen 
something  to  talk  and  think  about  for  the  rest 


"ENGLAND  MISTRESS  OF  THE   SEAS"     331 

of  your  lives ;  but  I  shall  not  live  to  know  about 
it  myself." 

He  lived  to  know  that  in  the  hour  of  death  he 
had  won  the  most  signal,  the  most  superb  victory 
that  could  crown  a  man's  life-long  devotion  to  his 
country.  When  his  flag-ship  was  disappearing  in 
the  smoke  of  battle,  Nelson's  last  words  had  been, 
"  I  thank  God  for  this  great  opportunity  of  doing 
my  duty ; "  his  last  thought  breathed  before  he 
died  was  for  his  country.  These  two  ideas, 
his  duty  and  his  country,  had  been  throughout 
his  life  the  guiding  principles  of  every  action,  the 
spur  of  every  self-sacrifice,  the  goal  of  every  effort. 
When  the  long  course  of  his  magnificent  victories, 
which  had  made  his  name  a  terror  to  the  enemies 
of  his  country,  closed  at  last  at  Trafalgar,  he  could 
feel  that  his  work  had  been  completed,  and  that  he 
had  left  "England  mistress  of  the  seas." 

Not  merely  will  his  name  be  "  ever  dear  to  his 
country,"  but  to  the  entire  world  it  will  always 
be  an  inspiration  to  exalted  heroism  and  devotion. 


ADMIRAL  DAVID   GLASGOW 
FAEEAGUT 

1801-1870 


ADMIRAL  DAYID   GLASGOW 
FARKAGUT 

CHAPTER  XXVI 

AMERICA'S  CHIEF  NAVAL  LEADER 

WE  see  in  history  moments  when  opportunity 
stands  in  waiting  for  the  leader.  It  is  the  destiny 
of  a  chosen  few  to  thus  come  into  the  world  hand 
in  hand  with  their  appointed  task.  Their  career  is 
dazzling  and  concentrated.  They  escape  the  rou- 
tine of  life,  and  receive  in  their  youth  the  hero's 
crown.  Such  was  the  lot  of  Nelson. 

There  are  other  times  when  we  see  the  leader 
waiting  for  the  opportunity.  To  such  a  man  the 
fulfilment  of  his  destiny  comes  in  the  full  maturity 
of  his  powers,  at  the  close  of  a  long  course  of  quiet 
and  steady  preparation.  It  is  the  culmination  of 
his  life's  work,  no  less  brilliant  and  triumphant 
because  the  wreath  is  laid  on  a  head  gray  with 
years.  Such  was  the  lot  of  America's  greatest  naval 
commander,  Farragut. 

The  man  of  genius  knows  how  to  recognize  and 
seize  the  opportunity,  whether  it  comes  early  or 
late.  Although  Farragut  was  unconscious  of  the 
future  honor  and  glory  that  awaited  him,  although 

335 


336  ADMIRAL  FARRAGUT 

he  knew  not  when  his  opportunity  would  come,  or 
whether  it  would  come  at  all,  it  did  not  find  him 
unprepared.  Preparedness,  resolution,  quickness, 
are  as  necessary  to  seize,  in  the  rapid  course  of 
events,  the  occasion  that  leads  to  victory,  as  they 
are  to  win  the  victory  itself. 

David  Glasgow  Farragut1  was  born  on  the  5th 
of  July,  1801,  at  Campbell's  Station,  a  border  town 
in  eastern  Tennessee.  His  father,  George  Farra- 
gut, was  a  Spaniard  of  pure  descent,  who  had  set- 
tled in  America  when  he  was  twenty-one  years  old. 
His  mother  was  a  North  Carolinian  with  Scotch 
blood  in  her  veins.  Farragut's  life  during  the 
earliest  years  of  his  childhood  was  one  of  excite- 
ment and  danger.  Living  in  a  town  that  was 
subject  to  continual  raids  by  the  Indians,  one  of 
his  first  recollections  was  of  an  attack  by  the  sav- 
ages during  his  father's  absence.  The  house  of 
the  Farraguts  was  somewhat  isolated,  and  when 
the  Indians  appeared  before  it,  David's  mother,  a 
brave  and  energetic  woman,  barred  the  door,  and 
sent  her  little  ones  trembling  into  the  loft  of  the 
barn.  Meanwhile  she  guarded  the  entrance  with 
an  axe  and  kept  the  Indians  at  bay  until  they 
finally  departed. 

David's  father  was  a  man  of  daring  enterprise, 
with  a  strong  love  of  the  sea,  and  he  early  trained 
his  children  to  danger  and  exposure,  saying  that 

1  See  the  Life  and  Letters  of  Admiral  Farragut  edited  by  his 
son,  Mr.  Loyall  Farragut. 


AMERICA'S   CHIEF   NAVAL  LEADER       337 

"  now  was  the  time  to  conquer  their  fear."  After 
he  had  moved  to  New  Orleans,  he  often  took  his 
children  in  a  small  canoe,  or  pirogue,  across  Lake 
Pontchartrain,  when  it  was  blowing  almost  a  gale. 
Farragut  afterward  writes  in  his  Journal,  referring 
to  these  early  days :  "  When  the  weather  was  bad, 
we  usually  slept  on  the  beach  of  one  of  the  numer- 
ous islands  in  the  lake,  or  else  on  the  shore  of  the 
mainland,  wrapped  in  the  boat  sail;  and  if  the 
weather  was  cold,  we  generally  half  buried  our- 
selves in  the  dry  sand." 

After  the  death  of  his  mother,  when  he  was 
about  eight  years  old,  Farragut  was  adopted  by 
Commodore  David  Porter,  who  was  then  in  com- 
mand of  the  New  Orleans  Naval  Station.  The 
commodore's  father  had  been  tenderly  nursed  and 
cared  for,  during  his  last  illness,  by  the  Farraguts, 
and  out  of  gratitude  for  their  kindness,  Porter 
offered  to  provide  for  one  of  the  children.  Fasci- 
nated by  the  commodore's  uniform,  little  David 
Farragut  was  delighted  at  the  thought  of  going  to 
sea,  and  willingly  followed  his  new  guardian.  His 
seaman's  life  began  soon  after,  for  he  had  but  a 
short  period  of  schooling  before  he  received  his 
midshipman's  warrant,  sent  to  him  when  he  was 
only  nine  and  a  half  years  old.  Thus  he  made, 
when  a  mere  child,  his  formal  entry  into  the 
United  States  navy,  of  which  he  was  to  become  the 
chief  and  greatest  leader. 

His  initiation  into  active  service  came  when  he 


338  ADMIRAL  FARRAGUT 

was  ten  years  of  age,  and  only  a  year  later  his 
lot  carried  him  into  the  very  heat  of  struggle, 
amid  the  hardships  and  terrors  of  actual  warfare. 
Child  of  fame,  it  so  chanced  that  the  schoolroom 
of  his  career  was  on  board  the  celebrated  frigate, 
Essex,  whose  history  was  one  of  the  most  adven- 
turous and  exciting  of  the  War  of  1812,  and  whose 
.name  became  famous  from  her  bold  Pacific  cruise, 
one  of  America's  first  naval  enterprises  after  the 
declaration  of  war  with  Great  Britain. 

Captain  Porter,  who  was  in  command  of  the 
frigate,  and  who  had  brought  midshipman  Farra- 
gut  with  him  on  board  his  new  ship,  conceived  the 
daring  plan  of  a  long  and  roundabout  voyage 
across  the  north  Atlantic,  down  to  the  south  At- 
lantic, and  into  the  Pacific  Ocean.  Great  Britain 
held  extensive  fishing  interests  in  the  great  South 
Sea,  and  to  harass  and  destroy  her  commerce  was 
the  secret  object  of  the  voyage.  The  attempt  was 
hazardous,  for  British  vessels  swarmed  along  the 
coasts  of  North  and  South  America,  and  to  elude 
their  vigilance  was  both  difficult  and  perilous. 

The  Essex  was  ready  for  sea  early  in  July,  and 
the  summer  months  were  spent  in  a  short  cruise 
off  the  coast.  Running  into  the  midst  of  a  convoy 
of  British  transports  bound  for  Quebec,  with  a 
thousand  soldiers  on  board,  one  of  her  first  exploits 
was  to  capture  a  brig  and  two  hundred  Britishers. 
With  wonderful  coolness  and  skill  Captain  Por- 
ter manoeuvred  his  prize  out  of  the  convoy,  under 


AMERICA'S   CHIEF   NAVAL   LEADER        339 

cover  of  the  night,  and  then  returned  to  offer 
battle  to  the  British  escort,  the  Minerva,  a  32- 
gun  frigate.  The  two  rival  frigates  were  a 
good  match  for  each  other,  but  the  Briton  was 
prudent  and  refused  to  fight,  standing  in  among 
the  convoy. 

Next  followed  a  lively  pursuit  of  the  Alert, 
sloop  of  war.  A  broadside  brought  down  her 
colors,  and  she  was  taken  in  tow  after  her  officers 
had  been  transferred  to  the  Essex.  The  little 
American  frigate  was  now  crowded  with  prisoners, 
and  a  conspiracy  was  formed  among  them  to  cap- 
ture the  Essex.  On  the  night  before  the  mutiny 
was  to  break  out,  midshipman  Farragut  lay  awake 
in  his  hammock.  Suddenly  a  man  stood  by  his 
side  with  a  pistol  in  his  hand,  and  for  a  minute 
gazed  intently  at  the  boy.  Farragut  feigned  to 
be  asleep  and  lay  motionless  until  the  man  passed 
on.  Then  he  slipped  from  his  hammock  and 
crept  noiselessly  to  the  cabin.  There  he  found 
Captain  Porter  in  his  cot  and  told  him  what  he 
had  seen.  The  captain  sprang  to  his  feet  and 
was  on  the  berth  deck  in  an  instant,  crying  "  Fire  ! 
fire  ! "  The  effect  was  wonderful.  The  mutineers 
became  alarmed  and  confused,  and  failed  to  carry 
out  their  scheme.  Before  they  had  recovered 
from  their  stupor,  the  captain  called  the  boarders 
to  the  main  hatch  and  ordered  them  to  secure  the 
conspirators. 

The  Essex  was  the  smartest  ship  of  the  squad- 


340  ADMIRAL  FARRAGUT 

ron.  Captain  Porter,  while  considerate  and 
generous  to  those  under  him,  was  strict  as  a 
disciplinarian,  and  his  crew  had  been  trained  to 
the  highest  point  of  perfection.  It  was  an  example 
of  discipline  on  the  part  of  the  commander,  and 
devotion  on  the  part  of  the  crew,  which  was  of  the 
greatest  value  to  Farragut  as  his  first  schooling  in 
seamanship. 

Late  in  the  summer  the  Essex  returned  to  the 
United  States,  and  in  the  fall  was  ordered  to  sea 
again  to  join  the  Constitution  and  the  Hornet  on 
the  contemplated  cruise  to  the  Pacific.  Early  in 
October  she  got  under  way  and  headed  for  the 
Cape  Verd  Islands,  which  were  to  be  the  first 
meeting  place  of  the  squadron.  Failing  to  find 
her  consorts  there,  and  after  tracking  them  from 
island  to  island,  Captain  Porter  was  free  to  follow 
his  own  course,  and,  deciding  to  undertake  the 
voyage  alone,  he  immediately  started  for  the  south- 
ern waters. 

The  enterprise  on  which  the  little  Essex  was 
thus  embarking  was  bold  and  full  of  danger.  The 
season  for  doubling  Cape  Horn  had  long  passed ; 
it  was  now  the  dead  of  winter,  and  her  course  lay 
through  a  wild  and  tempestuous  region.  The 
ports  along  the  coast  were  friendly  to  Great  Brit- 
ain, whose  influence  had  spread  throughout  the 
states  of  South  America,  and  the  Essex  could  not 
hope  to  revictual  or  refit  in  any  of  the  harbors. 
She  must  depend  upon  the  resources  of  her  own 


AMERICA'S  CHIEF  NAVAL   LEADER        341 

stores  and  the  chance  of  prizes  captured  in  mid- 
ocean.  Undaunted  by  the  perils  that  lay  before 
him,  Captain  Porter  set  out  upon  his  distant  cruise 
in  the  last  days  of  January,  1813.  At  first  the 
Essex  met  with  nothing  more  eventful  than  heavy 
seas  and  a  few  British  merchantmen  which  she 
captured.  But  her  hour  of  trial  was  fast  ap- 
proaching. 

As  she  neared  the  dangerous  waters  around  the 
Horn,  violent  storms  burst  over  her,  fierce  gales  of 
wind  lifted  the  waves  into  angry,  raging  moun- 
tains of  destructive  force.  For  twenty-one  days 
she  lay  off  the  Cape.  At  one  time  a  big  sea  stove 
in  the  ports  from  bow  to  quarter,  and  the  water 
rushed  down  the  hatchways.  The  sailors  below 
thought  the  ship  was  sinking.  "  This  was  the  only 
instance,"  writes  Farragut,  "in  which  I  ever  saw 
a  regular  good  seaman  paralyzed  by  fear  at  the 
dangers  of  the  sea." 

Through  suffering  and  hardships,  with  scant 
provisions,  in  the  biting  cold  of  the  winter  blasts, 
the  little  ship  kept  resolutely  on  her  way.  Round- 
ing the  Cape,  she  turned  northward  and  sailed  up 
the  coast  of  Chile.  At  the  island  of  Mocha  the 
crew  had  a  run  on  shore,  and  shot  wild  hogs  and 
horses  to  replenish  their  provisions.  Then  on  to 
Valparaiso,  where  the  ship  entered  the  harbor  and 
anchored  for  a  few  days. 

Again  she  put  to  sea  and  cruised  along  the 
coast  of  Chile  and  Peru.  Seizing  a  Peruvian 


342  ADMIRAL   FARRAGUT 

guarda  costa,  and  recapturing  one  of  her  American 
prizes,  the  Essex  sailed  for  the  distant  and  lonely 
Galapagos  Islands,  a  favorite  station  for  British 
whalers.  As  she  neared  the  islands,  several  strange 
sail  hove  in  sight,  and  an  exciting  chase  followed. 
Taking  to  the  boats,  Farragut,  among  the  others, 
pulled  for  the  British  whale-ships  and  overtook 
them.  Three  were  captured  on  that  first  day,  and 
five  others  were  afterward  added  to  their  group 
of  prizes. 

For  three  weeks  the  Essex  continued  among  the 
Galapagos  Islands,  and  the  men  had  many  good 
runs  on  shore.  Farragut  speaks  of  those  days  as 
among  the  happiest  of  his  life.  After  capturing 
almost  all  of  the  British  whalers  among  the  islands, 
the  frigate  sailed  for  the  coast  of  Peru  toward  the 
middle  of  June.  Having  now  as  many  as  nine 
vessels  under  him,  including  the  prizes,  Captain 
Porter  determined  to  send  the  larger  part  of  them 
to  Valparaiso  harbor.  One  of  the  prizes  which 
had  been  commissioned  as  a  United  States  cruiser, 
the  Essex  Junior,  and  placed  under  the  command 
of  Captain  Downes,  was  detailed  as  escort  to  the 
convoy.  Farragut's  maiden  service  fell  to  him  on 
this  occasion.  He  was  sent  as  prize-master  to  the 
Barclay,  with  a  party  of  seamen  under  him,  and 
was  to  manage  the  ship  on  her  long  voyage  to 
Chile.  "  This  was  an  important  event  in  my  life," 
writes  Farragut,  "  and  when  it  was  decided  that  I 
was  to  take  the  ship  to  Valparaiso,  I  felt  no  little 


AMERICA'S  CHIEF  NAVAL  LEADER        343 

pride  at  finding  myself  in  command  at  twelve  years 
of  age." 

The  captain  of  the  Barclay,  who  was  "  a  violent- 
tempered  old  fellow,"  was  furious  at  being  super- 
seded by  a  mere  boy,  and  at  having  to  be  under 
the  orders  of  a  chief  officer  of  twelve  years  of 
age.  The  Essex  Junior  was  fast  disappearing  to 
the  south,  and  Captain  Porter  to  the  north,  yet 
the  Barclay  still  lay  at  anchor.  Farragut  felt 
that  his  day  of  trial  had  arrived.  He  knew  that 
the  time  had  come  when  he  must  play  the  man,  so 
he  informed  the  captain  that  he  desired  the  main- 
topsail  filled  away.  The  captain  replied  that  he 
would  shoot  any  man  who  dared  touch  a  rope  with- 
out his  orders,  and  went  below  for  his  pistols. 

Turning  to  his  right-hand  man  of  the  crew,  Far- 
ragut told  him  with  firmness  and  decision  that  he 
wanted  "  the  maintopsail  filled."  A  clear  "  Ay, 
ay,  sir ! "  was  the  prompt  reply,  and  the  order 
was  at  once  obeyed.  "  From  that  moment,"  writes 
Farragut,  "  I  became  master  of  the  vessel,  and 
immediately  gave  all  necessary  orders  for  making 
sail."  We  seem  to  see  the  resolute  little  figure 
standing  in  his  midshipman's  uniform  on  the  deck 
of  his  maiden  charge,  and  holding  to  his  rights 
with  that  vigor  and  prompt  resolution  which  char- 
acterized him  throughout  his  life.  This  early 
training  in  self-reliance  and  responsibility  was  of 
inestimable  value  to  one  who,  in  after  years,  was 
to  lead  his  fleets  through  unprecedented  dangers. 


344  ADMIRAL  FARRAGUT 

Leaving  the  captured  ships  in  safe  anchorage,  the 
Essex  Junior  returned  to  the  Galapagos  Islands  with 
important  news  from  South  America.  Accounts 
of  the  havoc  done  to  British  commerce  by  the 
Essex  had  reached  England.  The  British  whale 
fisheries  in  the  Pacific  had  been  destroyed,  Ameri- 
can whalers  had  been  released,  as  many  as  fifteen 
prizes  had  been  captured,  and  terror  spread  along 
the  coast  of  South  America,  and  all  this  had  been 
accomplished  by  one  frigate.  To  capture  this 
commerce-destroying  ship,  the  British  had  sent 
out  an  expedition,  which  was  daily  expected  to 
arrive  in  the  waters  of  the  Pacific.  The  squadron 
consisted  of  the  frigate  Phoebe,  Captain  Hillyar, 
and  two  sloops,  the  Cherub  and  the  Raccoon. 

On  receiving  this  news  Captain  Porter  at  once 
decided  to  make  ready  for  the  coming  struggle, 
and  sailed  for  the  Marquesas  Islands,  where  the 
Essex  and  the  Essex  Junior  lay  for  six  weeks  to 
refit  and  revictual.  Every  preparation  was  made 
for  a  sharp  contest.  The  crews  were  daily  drilled 
in  the  use  of  the  "  great  guns,"  cutlasses,  and  mus- 
kets for  every  contingency  of  fire,  fighting,  or  board- 
ing. Everything  was  done  in  the  way  of  training 
and  discipline  to  make  ready  for  a  struggle  with  a 
greatly  superior  force,  which  was  destined  to  be  one 
of  the  most  gallant  and  heroic  actions  of  the  war. 

In  January,  1814,  the  Essex  sailed  for  the  coast 
of  Chile,  and  anchored  in  Valparaiso  harbor  on 
the  3d  of  February.  Four  days  later  two  strange 


AMERICA'S   CHIEF  NAVAL  LEADER        345 

sails  hove  in  sight.  At  the  time  they  made  their 
appearance,  a  third  of  the  American  crew  were  on 
shore  on  liberty.  This  was  quickly  reported  to 
the  strangers,  who  were  none  other  than  the  Phoebe 
and  the  Cherub,  the  long-expected  British  squadron. 

Although  Valparaiso  was  a  neutral  port,  the 
temptation  of  an  easy  capture  was  too  great  for 
Captain  Hillyar.  His  two  ships  promptly  hauled 
into  harbor  on  a  wind,  and  the  Phoebe  came  close 
alongside  and  within  ten  or  fifteen  feet  of  the 
Essex.  But  Captain  Porter  was  prepared.  As 
soon  as  the  enemy  had  been  descried  by  the  look- 
outs a  gun  was  fired  and  signal  made  for  "  all  boats 
and  men  to  return."  In  fifteen  minutes  every 
man  was  at  his  quarters ;  the  powder-boys  with 
slowmatches  were  ready  to  discharge  the  guns, 
and  the  boarders,  cutlass  in  hand,  stood  prepared 
to  board  in  the  smoke. 

Finding  the  Essex  cleared  for  action  and  ready 
to  grapple  her  enemy,  Captain  Hillyar  changed  his 
mind,  backed  down,  and  dropped  anchor  astern. 
Had  Captain  Porter  not  observed  the  strict  neu- 
trality of  the  port,  the  Phcebe  would  have  now  been 
raked  fore  and  aft,  as  she  lay  completely  at  his 
mercy.  If  he  had  known  how  ill  his  forbearance 
was  to  be  rewarded,  he  might  have  been  tempted 
to  annihilate  his  enemy. 

After  a  few  days  spent  in  provisioning  and 
watering,  the  British  vessels  went  to  sea  and 
began  a  regular  blockade  of  our  ships.  Week 


346  ADMIRAL   FARRAGUT 

after  week  they  cruised  up  and  down  the  waters, 
outside  the  mouth  of  the  harbor,  and  escape 
seemed  impossible.  In  vain  Captain  Porter  tried 
to  lure  or  persuade  his  antagonist  into  open  and 
single  combat.  The  Englishman  was  prudent  and 
lacking  in  good  faith,  and  always  manoeuvred  so 
as  to  avoid  a  fair  contest. 

Toward  the  close  of  March  a  fierce  blast  of  the 
Chilean  south  wind  strained  the  Essex  away  from 
her  anchors  and  broke  one  of  her  cables.  Captain 
Porter  thought  he  might  weather  the  enemy  and 
under  crowded  sail  the  gallant  little  ship  stood 
out  to  sea.  But  hardly  had  she  gained  the  point 
of  the  bay  when  a  sudden  squall  struck  her  and 
carried  away  her  maintopmast.  Escape  was  now 
impossible,  and  the  disabled  Essex  attempted  to 
regain  the  harbor;  but  she  could  only  struggle 
back  as  far  as  a  small  bay,  where  she  anchored  a 
quarter  of  a  mile  off  shore.  Still  she  was  within 
the  neutral  limit  of  Chilean  waters,  and  had  every 
right  to  expect  fair  treatment. 

At  the  first  sign  of  flight  the  British  vessels  had 
started  in  pursuit.  They  now  bore  down  on  their 
crippled  and  isolated  rival,  and  opened  their  broad- 
sides on  her.  The  Essex  was  cleared  for  action 
and  made  every  preparation  for  an  heroic  defence. 
But  from  the  first  it  was  evident  to  all  on  board 
that  their  case  was  hopeless.  "  It  was  equally 
apparent,"  adds  Farragut,  "  that  all  were  ready  to 
die  at  their  guns  rather  than  surrender." 


AMERICA'S  CHIEF  NAVAL  LEADER        347 

With  this  determination  animating  every  man 
in  the  crew,  the  Essex  began  one  of  the  noblest 
and  most  splendidly  contested  defences  on  record. 
It  was  a  fight  of  three  to  one,  for  the  combined 
British  ships  carried  sixty  guns,  chiefly  long 
eighteen-pounders,  and  the  Essex  was  armed 
almost  entirely  with  short-range  guns.  As  her 
opponents  kept  discreetly  at  long  range,  these  were 
entirely  useless  to  her  in  the  battle.  Only  six  of 
her  guns  could  be  brought  to  bear  on  the  enemy, 
and  those  were  twelve-pounders,  yet  so  effectually 
were  they  used,  that  in  half  an  hour  both  of  the 
Britishers  were  compelled  to  haul  off  to  repair 
damages. 

Again  they  returned  to  the  attack,  keeping  up  a 
galling  fire  which  the  Essex  was  powerless  to 
return.  Her  hull  was  raked  from  bow  to  stern, 
her  cables  cut,  her  rigging  shot  away,  and  in  this 
helpless  condition  she  still  lay  under  the  fearful 
and  destructive  fire.  Captain  Porter  tried  to  close 
with  the  enemy,  but  the  Phcebe  succeeded  in  keep- 
ing at  long  range.  Then  he  determined  to  run  his 
ship  ashore  and  destroy  her,  but  the  wind  shifted 
and  took  her  back  to  sea. 

Through  this  scene  of  frightful  slaughter  young 
Farragut  came  and  went  on  midshipman's  duties. 
"  I  performed  the  duties  of  captain's  aid,  quarter- 
gunner,  powder-boy,  and,  in  fact,  did  everything 
that  was  required  of  me.  I  generally  assisted  in 
working  a  gun,  would  run  and  bring  powder  from 


348  ADMIRAL   FARRAGUT 

the  boys,  and  send  them  back  for  more."  Around 
him  lay  the  dead  and  wounded,  over  his  head 
crashed  the  destructive  shot ;  but  he  was  ever  at 
his  post,  and  thought  of  nothing  but  the  working 
of  the  guns.  And  he  was  not  quite  thirteen. 
Never  again  in  his  long  and  brilliant  career  was 
he  to  witness  so  fearful  a  struggle  or  pass  through 
so  terrible  an  ordeal  as  in  this  gallant  defence  of 
the  Essex. 

Many  are  the  tales  of  heroic  endurance  and 
sacrifice  which  Farragut  relates  of  his  wounded 
and  dying  comrades.  Among  the  badly  wounded 
was  one  of  his  best  friends,  Lieutenant  Cowell, 
and  of  him  Farragut  writes :  "  I  found  that  he 
had  lost  a  leg  just  above  the  knee,  and  the  doctor 
informed  me  that  his  life  might  have  been  saved 
if  he  had  consented  to  the  amputation  of  the  limb 
an  hour  before ;  but  when  it  was  proposed  to  drop 
another  patient  and  attend  to  him,  he  replied: 
'No,  Doctor,  none  of  that,  fair  play  is  a  jewel. 
One  man's  life  is  as  dear  as  another's ;  I  would  not 
cheat  any  poor  fellow  out  of  his  turn.'  Thus  died 
one  of  the  best  officers  and  bravest  men  among  us." 

Fire  had  broken  out  several  times  in  the  ship, 
and  the  flames  finally  spread  near  the  powder 
magazine.  The  men  came  rushing  up  from  below, 
many  with  their  clothes  burning.  Captain  Porter 
ordered  them  to  jump  overboard  and  swim  for 
their  lives,  and  then  finding  that  the  ship  was  in  a 
sinking  condition,  he  determined  to  surrender  in 


AMERICA'S   CHIEF  NAVAL   LEADER        349 

order  to   save   the   wounded.      At   half-past   six 
o'clock  the  colors  were  hauled  down. 

After  the  surrender  of  the  Essex  Captain  Por- 
ter and  the  remainder  of  the  officers  and  crew 
were  put  on  parole  and  allowed  to  return,  in  the 
Essex  Junior,  to  the  United  States,  where  they 
arrived  on  the  7th  of  July,  1814. 


CHAPTER  XXVH 

ADVENTURES  WITH  PIRATES 

AFTER  this  heroic  initiation  into  the  perils  and 
terrors  of  war,  it  seems  strange  to  think  of  Farra- 
gut  as  going  quietly  to  school  again  in  Chester 
during  the  rest  of  the  summer,  and  until  he  was 
exchanged  in  the  following  November.  Peace 
with  Great  Britain,  which  was  soon  afterward 
concluded,  brought  the  war  to  a  close,  and  ended 
Farragut's  fighting  days  for  many  years  to  come. 

Several  cruises  in  the  Mediterranean,  a  winter 
of  study  and  travel  spent  in  Tunis,  one  of  gayeties 
in  Messina,  and  more  routine  cruising  in  the  nar- 
row seas  covered  a  period  of  five  years.  In  his 
Journal  Farragut  shows  his  keen  powers  of  ob- 
servation, his  strong  sense  of  humor,  his  exuber- 
ance and  enjoyment  of  life,  and  his  ability  to 
extract  the  most  out  of  every  passing  phase  of  his 
profession  and  his  experiences. 

No  events  of  importance  or  of  especial  interest 
took  place  during  these  years  of  routine  service, 
yet  to  Farragut  they  were  years  of  valuable  train- 
ing and  of  broadening  education.  He  visited  Gib- 
raltar, Carthagena,  Tripoli  and  Algiers,  Italy  and 
Sicily.  Wherever  he  travelled,  he  took  a  vivid 

350 


ADVENTURES   WITH  PIRATES  351 

interest  in  the  scenes  and  monuments,  in  the  man- 
ners and  customs  of  the  people,  and  he  has  left  in 
his  Journal  a  graphic  and  entertaining  account  of 
his  impressions. 

In  the  spring  of  1819  Farragut  received  an 
appointment  as  acting  lieutenant  on  the  brig 
Shark.  This  he  considered  to  be  one  of  the  im- 
portant events  of  his  life,  as  he  was  but  little  over 
eighteen  years  of  age.  More  than  a  year  later  he 
returned  to  the  United  States,  and  there  passed  his 
examinations. 

Two  years  afterward  he  embarked  on  a  cruise 
of  active  service  and  exciting  adventure.  The 
Mosquito  fleet  had  been  fitted  out  for  an  ex- 
pedition against  the  pirates  of  the  Caribbean  Sea, 
and  was  placed  under  the  command  of  Commodore 
Porter.  Farragut  immediately  asked  for  orders, 
and  was  assigned  to  the  G-reyhound,  one  of  the 
small  schooners  in  the  squadron.  Great  pains  had 
been  taken  by  Commodore  Porter  in  the  equip- 
ment of  the  squadron,  which  counted  men-of-war 
schooners,  coasting  schooners,  sloops  of  war,  and 
large  rowing  barges.  It  was  expected  to  sweep 
the  pirates  and  rovers  of  the  West  Indies  from  off 
the  waters,  and  drive  them  from  their  lurking 
places  along  the  coast. 

The  squadron  set  sail  on  the  12th  of  February, 
1823.  Through  a  heavy  northeasterly  gale  they 
made  their  way  in  twelve  days  to  the  West  Indian 
group.  The  G-reyhound  and  four  other  schooners 


352  ADMIRAL   FARRAGUT 

were  detailed  to  go  through  the  Mona  Passage, 
between  Hayti  and  Porto  Rico,  and  to  ferret  out 
every  creek  and  inlet  on  the  coast  of  St.  Domingo 
and  Cuba.  This  was  the  favorite  hunting-ground 
of  the  pirates,  whose  lairs  rilled  the  crevices  of  the 
island  shores. 

Two  of  the  barges  captured  a  pirate  schooner  of 
sixty  tons,  with  sixty  men  on  board,  led  by  the 
famous  and  bloodthirsty  Diablito,  whose  atrocities 
were  renowned  throughout  the  islands.  Diablito 
thought  to  annihilate  the  boats  as  they  bore  down 
in  fine  style  on  the  pirate  craft,  but  his  grapeshot 
did  little  damage,  and  when  the  American  crew 
boarded  the  schooner,  the  pirates,  with  scarcely  an 
effort  at  self-defence,  jumped  into  the  sea.  Not 
many  of  the  fugitives  escaped.  They  were  cut  to 
pieces  by  their  pursuers,  and  Diablito  fell,  pierced 
through  the  head  by  a  bullet. 

Another  noted  pirate,  Domingo,  a  gallant  and 
chivalric  fellow,  succeeded  in  making  his  escape. 
Two  barges  had  fallen  in  with  his  schooner,  and 
gave  him  an  exciting  chase  for  two  hours,  under 
a  brisk,  peppering  fire.  As  they  neared  the  shore, 
the  barges  overtook  him ;  but  when  the  American 
sailors  boarded  the  stern,  the  pirates  jumped  over 
the  bows  and  fled  to  safety. 

The  encounters  with  the  sea  robbers  were  not 
always  afloat.  Several  parties  landed  and  ran- 
sacked the  shores,  pursuing  the  wily  outlaws 
through  marsh  and  bramble  and  impassable  chap- 


ADVENTURES  WITH  PIRATES  353 

arral.  Farragut  served  more  than  once  on  these 
difficult  and  perilous  adventures.  After  cruising 
along  the  south  side  of  Cuba,  through  the  Jardines 
and  around  the  Isle  of  Pines,  the  G-reyhound 
dropped  anchor  off  Cape  Cruz.  At  three  o'clock 
in  the  morning  Farragut  landed  at  the  head  of  a 
party  of  seventeen  marines  and  boys.  Hewing 
their  way  with  cutlasses  through  the  dense  growth 
of  sharp  cactus,  and  scrubby  thornbush,  struggling 
over  the  sharp-edged  rocks,  and  through  mire  and 
swamp,  in  heat  so  intense  that  men  fainted  on  the 
way,  they  advanced  slowly  and  painfully. 

When  they  finally  reached  the  pirates'  lurking 
place,  the  robbers  had  fled ;  but  they  found  to  their 
surprise  several  large  houses  entirely  hidden  from 
view,  and  a  dozen  boats  filled  with  apparatus  for 
turtling  and  pirating.  They  found,  besides,  a  num- 
ber of  caves  which  might  have  concealed  in  safety  a 
thousand  men,  and  which  were  filled  with  plunder 
of  all  kinds.  The  Americans  burned  the  houses 
and  carried  off  the  plunder  and  arms. 

Farragut's  strong  sense  of  humor  comes  out  in 
the  narration  of  these  adventures.  In  the  midst  of 
privation,  hardships,  and  exposure  he  saw  always 
the  amusing  rather  than  the  painful  side  of  every 
episode.  He  possessed  a  fulness  of  life  and  en- 
joyment, a  buoyancy,  a  love  of  fun,  and  a  strong 
manliness  that  carried  him  through  the  most  trying 
scenes.  He  writes  in  his  Journal :  "  It  is  to  the 
enjoyment  of  these  trials  that  I  have  always  felt 


354  ADMIRAL   FARRAGUT 

myself  indebted  for  whatever  professional  reputa- 
tion I  have  attained." 

One  of  the  amusing  incidents  he  relates  in 
connection  with  the  Mosquito  war  was  on  the 
arduous  march  through  the  fever-stricken  marshes 
of  the  Cuban  shore.  He  writes :  "  When  we  had 
advanced  about  half  a  mile  into  the  thicket,  I 
ordered  a  halt,  to  await  the  preconcerted  signal- 
gun  from  the  schooner.  At  this  moment  I  heard 
a  great  noise  in  our  rear,  and  it  occurred  to  me 
that  the  pirates  might  be  behind  us  in  force.  In 
forming  my  men  to  receive  the  attack,  I  made  a 
most  animated  speech,  encouraging  them  to  fight 
bravely,  but  had  scarcely  concluded  my  harangue 
when  it  was  discovered  that  the  noise  proceeded 
from  about  ten  thousand  land-crabs  making  their 
way  through  the  briers." 

The  cruise  was  continued  through  the  spring 
and  summer  with  occasional  runs  to  Key  West  and 
Norfolk  for  revictualling.  During  the  latter  part 
of  the  time  Farragut  succeeded  in  getting  the 
command  of  a  schooner,  and  carried  her  through 
storms  and  gales,  along  the  Gulf  where  navigation 
was  difficult  and  dangerous.  This  experience  was 
one  of  great  value  to  him,  developing  a  self-reliance, 
vigilance,  and  confidence  that  served  him  in  after 
years.  "  It  was  an  admirable  school  for  a  young 
officer,"  he  writes,  "and  I  realized  its  benefits  all 
my  life.  I  have  never  felt  afraid  to  run  a  ship 
since,  generally  finding  it  a  pleasant  excitement." 


ADVENTURES  WITH  PIRATES  355 

His  successor  in  the  command  of  the  Ferret,  Lieu- 
tenant Bell,  capsized  her  at  once  off  the  north 
coast  of  Cuba,  and  lost  many  of  his  crew. 

Yellow  fever  broke  out  on  the  squadron  and 
carried  off  a  large  number  of  officers  and  men,  but 
Farragut  fortunately  escaped  until  the  close  of  his 
service,  when  he  was  taken  down  with  the  fever 
within  sight  of  Washington,  on  the  home  run.  It 
was  several  months  before  he  entirely  recovered 
from  the  effects  of  this  illness. 

In  1825  he  was  promoted  to  a  lieutenancy. 
From  that  time  until  the  beginning  of  the  Civil 
War  his  life  was  uneventful,  and  was  devoted 
chiefly  to  routine  duty.  His  first  service  after  his 
promotion  was  on  the  frigate  Brandywine,  one  of 
the  fastest-sailing  vessels  "in  the  world,"  which 
had  been  chosen  to  carry  General  Lafayette  back 
to  France.  He  was  afterward  ordered  to  the 
receiving  ship  Alert,  at  the  Norfolk  Navy  Yard, 
where  he  remained  for  two  years.  There  he 
interested  himself  in  establishing  a  school  for 
the  ship's  boys,  most  of  whom  did  not  even  know 
their  letters. 

In  October,  1828,  he  received  orders  to  the 
sloop  of  war  Vandalia,  and  sailed  for  the  Brazil 
station,  arriving  at  Buenos  A-yres  in  the  heat  of  a 
revolution.  General  Lavalle,  who  headed  the 
insurgents,  held  the  city,  while  General  Rosas, 
the  afterward  famous  dictator,  was  laying  siege 
to  it  with  five  hundred  guachos  of  the  pampas. 


356  ADMIRAL  FARRAGUT 

Lavalle  was  at  last  forced  to  give  in,  and  peace 
was  restored.  After  lying  off  the  city  for  five 
months  the  Vandalia  returned  to  Rio  de  Janeiro, 
where  Farragut,  together  with  the  other  offi- 
cers of  the  ship,  paid  his  respects  to  the  Em- 
peror of  Brazil,  Dom  Pedro  I. 

The  next  few  years  were  a  succession  of  periods 
of  distant  cruises  and  of  shore  duty,  all  of  them 
equally  unimportant,  but  serving  to  develop  Farra- 
gut's  quickness  of  observation,  executive  ability, 
and  knowledge.  He  was  at  all  times  keenly  in- 
terested in  those  under  him,  and  was  in  return 
greatly  beloved  by  them.  An  officer  who  sailed 
with  him  when  he  was  first  lieutenant,  or  execu- 
tive officer,  of  the  Natchez,  says :  "  Never  was  the 
crew  of  a  man-of-war  better  disciplined,  or  more 
contented  and  happy.  The  moment  all  hands 
were  called  and  Farragut  took  the  trumpet,  every 
man  under  him  was  alive  and  eager  for  duty." 

In  1838  Farragut  went  to  sea  again  as  com- 
mander of  the  sloop  Erie,  and  was  ordered  on  an 
interesting  cruise  to  the  coast  of  Mexico.  War 
was  at  that  time  in  progress  between  France  and 
Mexico,  and  Farragut  watched  with  deep  interest 
the  bombardment  and  capture  of  San  Juan  de 
Ulloa,  and  its  gallant  defence  by  the  Mexicans. 

In  September,  1841,  he  received  his  commission 
as  commander  in  the  navy,  and  in  1855  was  pro- 
moted to  the  rank  of  captain,  the  highest  grade  in 
the  United  States  navy  before  the  Civil  War. 


CHAPTER  XXVIII 

THE  MISSISSIPPI  KIVER  FIGHT 

THE  period  of  Farragut's  brilliant  and  victorious 
career  opened  in  1862,  when  he  was  already  sixty- 
one  years  of  age,  and  covered  three  short  but 
teeming  years.  Not  until  the  outbreak  of  the 
Civil  War  did  the  opportunity  come  for  which  he 
had  been  waiting  and  preparing  himself  through 
fifty-two  years  of  faithful  and  intelligent  service. 
It  came  at  a  time  when  most  men  think  to  retire 
from  scenes  of  stirring  activity  and  overwhelming 
responsibility;  but  it  found  him  ready  with  una- 
bated vigor  and  fearless  devotion  to  accept  the 
charge  that  fortune  had  brought  him  and  that  his 
country  looked  to  him  to  fulfil. 

Those  inland  waters  which  were  to  be  thence- 
forth inseparably  connected  with  his  name  and 
reputation,  became  from  the  first  the  chief  seat  of 
the  naval  operations  of  the  war.  The  control  of 
the  banks  of  the  Mississippi  was  from  the  opening 
of  the  struggle  recognized  to  be  of  primary  impor- 
tance to  the  Northerners.  The  whole  stretch  of 
shore  from  Memphis  to  the  Gulf  of  Mexico  lay  in 
the  hands  of  the  Confederates,  who  were  thus  able 

357 


358  ADMIRAL  FARRAGUT 

to  ship  large  quantities  of  supplies  from  the  south- 
west to  the  seat  of  war. 

The  plan  that  was  laid  before  President  Lin- 
coln and  a  body  of  experts,  and  adopted  by  them, 
was  a  naval  expedition  against  New  Orleans.  A 
fleet  of  wooden  ships  was  to  run  past  Fort  Jackson 
and  Fort  St.  Philip,  the  powerful  seaward  defences 
of  New  Orleans,  break  through  the  river  obstruc- 
tions, destroy  the  Confederate  fleet,  appear  suddenly 
before  the  Crescent  City  and  capture  it.  The  proj- 
ect was  bold  and  difficult,  and  would  require  an 
officer  of  resolution  and  audacity  to  carry  it  into 
successful  execution.  The  choice  fell  on  Farragut. 

On  the  9th  of  January,  1862,  he  was  appointed 
to  the  command  of  the  Western  Gulf  Blockading 
Squadron,  and,  hoisting  his  flag  on  the  Hartford, 
he  put  to  sea  from  Hampton  Roads  early  in  Febru- 
ary. The  rendezvous,  Ship  Island,  was  reached 
in  eighteen  days.  Farragut  had  under  his  com- 
mand a  fleet  of  twenty-seven  ships,  among  which 
were  sloops  of  war  and  gunboats,  and  twenty- 
one  mortar-schooners.  The  fleet  carried  two 
hundred  guns.  An  army  of  fifteen  thousand  men, 
under  General  Butler,  was  to  follow  the  fleet  in 
transports  and  hold  the  captured  places. 

The  Confederate  defences,  against  which  Far- 
ragut was  to  operate,  were  formidable,  and  had 
been  prepared  with  great  care  and  skill.  The 
mouth  of  the  Mississippi  spreads  out  into  five 
passes,  or  channels,  made  difficult  for  the  passage 


THE  MISSISSIPPI  RIVER  FIGHT  359 

of  any  but  light-draught  ships  on  account  of  the 
large  deposits  of  mud  brought  down  by  the  river. 
At  a  bend  in  the  river,  twenty  miles  above  the 
passes,  two  powerful  forts,  mounting  a  hundred 
and  fifteen  guns  and  garrisoned  by  fifteen  hundred 
men,  defended  the  approach  from  below. 

Near  the  forts  two  chains  were  stretched  from 
shore  to  shore  and  supported  by  eight  hulks. 
Above  the  works  were  anchored  the  river  flotilla 
and  the  Confederate  fleet  of  fifteen  vessels,  includ- 
ing the  ironclad  ram  Manassas  and  the  large  float- 
ing battery  Louisiana.  Behind  the  fleet,  a  hundred 
miles  up  the  river,  lay  New  Orleans,  the  goal  of 
the  Union  expedition. 

These  were  the  dangers  and  difficulties  that 
Farragut  was  called  upon  to  face  successfully. 
"  Success  is  the  only  thing  listened  to  in  this  war," 
he  writes,  "  and  I  know  that  I  must  sink  or  swim 
by  that  rule ;  "  and  later  he  again  writes :  "  Any 
man  who  is  prepared  for  defeat  would  be  half 
defeated  before  he  commenced.  I  hope  for  success ; 
shall  do  all  in  my  power  to  secure  it,  and  trust  to 
God  for  the  rest." 

It  was  with  this  determination  to  win  that  he 
entered  upon  the  great  enterprise  that  had  been 
intrusted  to  him.  "  If  I  die  in  the  attempt,  it  will 
only  be  what  every  officer  has  to  expect.  He  who 
dies  in  doing  his  duty  to  his  country,  and  at  peace 
with  God,  has  played  out  the  drama  of  life  to  the 
best  advantage." 


360  ADMIRAL  FARRAGUT 

The  first  difficulty  encountered  by  Farragut  was 
in  the  passing  of  the  bar.  Some  of  the  heavier 
ships  ran  aground  several  times,  and  the  Mississippi 
was  dragged  by  tug-boats  through  a  foot  of  mud. 
It  took  two  weeks'  work  to  get  the  Pensacola  over 
the  bar ;  the  Brooklyn  was  taken  in  tow,  and  after 
eight  days'  hauling  finally  cleared  the  mud-banks. 
The  Colorado  was  not  able  to  pass  at  all. 

On  the  7th  of  April  seventeen  ships  floated  in 
the  river  and  steamed  up  to  within  three  miles  of 
Fort  Jackson.  Several  days  were  spent  in  making 
a  survey  of  the  river  for  the  placing  of  the  mortar- 
schooners.  It  was  a  hazardous  service,  done  in 
open  boats,  under  the  galling  fire  of  the  enemy's 
sharpshooters  and  the  shells  from  the  forts.  On 
the  morning  of  the  18th  of  April  all  the  schooners 
were  in  position,  and  signal  made  to  open  fire. 

Concealed  in  the  trees  and  dense  underbrush  of 
the  shore,  their  upper  masts  and  rigging  dressed 
with  bushes  and  branches  to  hide  their  movements, 
the  schooners  were  moored  within  two  miles  of 
Fort  Jackson,  yet  were  entirely  out  of  sight.  A 
steady  and  ceaseless  bombardment  was  kept  up  for 
six  days.  Six  thousand  shells  fell  upon  the  forts. 
Every  minute  two  shells  shot  through  the  air  and 
exploded  among  the  fortifications,  breaking  the 
bastions  and  carrying  damage  wherever  they  struck. 
Meanwhile  a  detachment  steamed  up  the  river,  at 
intervals,  and  shot  out  in  sight  of  the  forts  to  divert 
the  enemy's  fire  from  the  schooners. 


THE    MISSISSIPPI   RIVER   FIGHT  361 

During  the  night  work  slackened  to  give  the 
men  some  rest.  As  darkness,  and  with  it  quiet, 
settled  down  upon  the  northern  fleet,  the  shapes 
of  the  vessels  being  scarcely  visible  in  the  shadows, 
the  whole  sky  was  suddenly  lighted  as  by  a  con- 
flagration. Mighty  tongues  of  flame  came  drift- 
ing down  the  river,  darting  and  sweeping  from 
bank  to  bank,  and  reaching  high  into  the  air  in 
a  roaring  mass.  It  was  a  fire-raft,  one  hundred 
and  fifty  feet  long,  piled  with  pine  knots,  and 
heading  for  the  fleet  of  wooden  ships.  Destruc- 
tion seemed  inevitable.  But  the  ships  crowded 
for  the  shore,  and  the  raft  drifted  harmlessly  down 
the  middle  of  the  stream.  Other  fire-rafts  fol- 
lowed, the  dry  wood,  smeared  with  turpentine, 
flaming  dangerously  in  the  high  wind;  but  sev- 
eral boats  were  sent  out  to  meet  them,  and  the 
sailors  dexterously  tackled  them  and  towed  the 
burning  mass  inshore. 

Farragut  soon  saw  that  the  bombardment  of 
the  forts  by  the  mortar-boats,  although  it  was 
kept  up  incessantly  for  six  days  and  nights,  could 
not  effectually  reduce  them  or  even  silence  the 
enemy's  guns.  He  had  already  determined  on 
the  daring  and  brilliant  plan  of  making  a  dash 
past  the  forts  and  capturing  New  Orleans,  and  he 
was  gradually  preparing  for  the  attempt.  On  the 
third  night  of  the  bombardment  he  sent  out  his 
fleet  captain,  Henry  H.  Bell,  on  a  dangerous  mis- 
sion. Placed  in  command  of  two  gunboats,  the 


362  ADMIRAL   FARRAGUT 

Itasca,  Captain  Caldwell,  and  the  Pinola,  Captain 
Crosby,  he  was  ordered  to  break  through  the 
barrier  of  schooners  and  chains  which  the  Confed- 
erates had  thrown  across  the  river  directly  below 
the  forts. 

The  service  was  one  of  great  temerity,  for  the 
gunboats  were  obliged  to  do  their  work  within 
range  of  the  enemy's  fire.  Captain  Caldwell  gal- 
lantly ran  alongside  one  of  the  hulks  and  boarded 
her.  While  he  was  making  preparations  to  fire 
her,  the  chains  were  slipped  without  his  knowl- 
edge, and  both  vessels  turned  inshore  and  ran 
aground  under  the  forts. 

In  this  dangerous  position  and  under  a  tremen- 
dous fire  the  Itasca  was  obliged  to  remain  until  the 
Pinola  came  to  her  help.  Still  undaunted,  Cap- 
tain Caldwell,  with  marvellous  coolness  and 
courage,  ran  his  gunboat  up  the  river  through  the 
gap  made  in  the  obstructions.  After  going  some 
distance  he  turned  about,  and  bore  down  upon  the 
barrier  full  speed.  The  bow  caught  the  chain, 
lifted  it  three  or  four  feet  out  of  the  water,  and 
severed  it.  The  gunboats  then  rejoined  the  fleet. 

On  the  night  of  the  23d  of  April,  Captain  Cald- 
well again  went  up  the  river  to  see  if  the  gap  were 
still  open,  and  after  twice  pulling  above  the  ob- 
structions he  drifted  downstream  with  the  news 
that  the  passage  was  clear.  The  night  of  the  24th 
had  been  chosen  for  the  attempt.  Farragut  had 
already  issued  his  general  orders  to  the  fleet,  and 


THE   MISSISSIPPI   RIVER  FIGHT  363 

had  visited  every  ship  to  see  that  they  had  been 
carried  out.  The  hulls  were  smeared  with  Missis- 
sippi mud  to  make  them  less  visible,  the  decks 
were  whitewashed  so  that  objects  could  be  seen  in 
the  absence  of  lights,  bags  of  sand  and  sails  pro- 
tected the  machinery,  and  all  the  higher  spars  and 
unnecessary  rigging  were  sent  ashore.  Grapnels 
were  put  in  the  boats,  force-pumps  and  engine 
hose  made  ready,  ladders  were  thrown  over  the 
sides  for  the  carpenters  to  stop  the  shot-holes,  tubs 
of  water  were  placed  about  the  decks.  Farragut's 
general  order  closed  with  these  words :  "  I  wish 
you  to  understand  that  the  day  is  at  hand  when 
you  will  be  called  upon  to  meet  the  enemy  in  the 
worst  form  for  our  profession.  .  .  .  Hot  and  cold 
shot  will  be  freely  dealt  to  us,  and  there  must  be 
stout  hearts  and  quick  hands  to  extinguish  the  one 
and  stop  the  holes  of  the  other." 

The  great  struggle  was  at  hand.  On  the  night 
of  the  24th  of  April,  soon  after  midnight,  the  ships 
were  cleared  for  action,  and  at  five  minutes  before 
two  the  signal  made  to  weigh  anchor.  As  the 
moon  rose  full  and  clear,  at  half-past  three,  the 
whole  fleet  was  under  way.  Silently  the  ships 
steamed  up  toward  the  forts ;  but  already  the  un- 
usual sounds  had  been  heard  by  the  enemy's  look- 
outs, and  the  Confederates  were  ready  to  receive 
them.  Bonfire  after  bonfire  flashed  from  the  shore, 
and  blazing  fire-rafts  illumined  every  inch  of  the 
river  way.  The  run  could  no  longer  be  made  in 


364  ADMIRAL   FARRAGUT 

secret;  it  must  be  done  under  the  full  fire  of  the 
hostile  works. 

As  the  ships  in  single  file  approached  the  line  of 
hulks,  the  mortar-schooners  opened  a  heavy  fire 
of  shells  upon  the  forts.  The  fleet  advanced  in 
three  divisions,  the  van  led  by  the  little  Cayuga. 
Not  until  the  leading  vessel  was  under  the  forts 
was  she  discovered,  and  then  a  tremendous  fire  was 
opened  on  her.  Lieutenant  Perkins,  who  was  pilot- 
ing the  Cayuga,  writes :  "  The  air  was  filled  with 
shells  and  explosives,  which  almost  blinded  me  as 
I  stood  on  the  forecastle  trying  to  see  my  way,  for 
I  had  never  been  up  the  river  before.  I  soon  saw 
that  the  guns  of  the  forts  were  all  aimed  for  mid- 
stream, so  I  steered  close  under  the  walls  of  Fort 
St.  Philip ;  and  although  our  masts  and  rigging  got 
badly  shot  through,  our  hull  was  but  little  damaged. 
After  passing  the  last  battery  and  thinking  we  were 
clear,  I  looked  back  for  some  of  our  vessels,  and 
my  heart  jumped  into  my  mouth  when  I  found  I 
could  not  see  a  single  one.  I  thought  they  all 
must  have  been  sunk  by  the  forts." 

The  devoted  little  Union  gunboat,  that  had 
braved  the  first  murderous  fire  of  the  enemy, 
seemed  for  the  moment  to  have  been  deserted. 
With  wonderful  pluck  she  steamed  ahead  straight 
into  the  eleven  gunboats  which,  in  the  uncertain 
glare  and  flash,  seemed  to  be  bearing  down  upon 
her,  and,  Perkins  adds,  "  it  seemed  as  if  we  were 
'gone'  sure."  Three  of  the  Confederate  steamers 


THE  MISSISSIPPI  RIVER  FIGHT  365 

attacked  her  at  once  and  attempted  to  board  her. 
It  seemed  impossible  that  with  her  two  guns  she 
could  resist  such  an  onslaught.  That  she  was  a 
doomed  ship  appeared  almost  certain. 

When  one  of  the  Confederate  boats  was  within 
thirty  feet,  the  Cayuga  trained  her  11-inch  gun 
upon  her,  and  crippled  her  so  that  she  was  obliged 
to  run  inshore  and  was  soon  on  fire.  The  second 
enemy  hauled  off  after  a  shot  from  the  Parrott 
gun  had  lodged  in  her  starboard  bow.  Only  one 
was  left,  and  the  boarders  were  called  aft  to  tackle 
her,  when  the  Union  Varuna  suddenly  sped  upon 
the  scene,  "  rushing  upstream  like  an  ocean  racer, 
belching  black  smoke,  firing  on  each  burning  vessel 
as  she  passed,"  as  a  Confederate  lieutenant  de- 
scribed her  dash  into  the  midst  of  the  fight. 

Then  followed  an  exciting  race  and  duel.  Reck- 
less and  impetuous,  the  Varuna  steamed  rapidly 
through  the  Confederate  gunboats  and  went  flying 
up  the  river  alone  and  unsupported.  Behind  her, 
in  her  tracks,  unknown  to  her  and  unseen  in  the 
lurid  darkness,  sped  the  Confederate  Q-overnor 
Moore  in  quick  pursuit.  To  deceive  her  enemy 
she  hoisted  a  white  light  at  the  masthead  and  a  red 
light  at  the  peak,  the  distinguishing  lights  of  the 
Union  vessels.  Under  a  full  head  of  steam  she 
raced  headlong  up  the  river,  the  steamer  "  shaking 
all  over  and  fairly  dancing  through  the  water." 
Slowly  Lieutenant  Kennon  gained  on  his  unsus- 
pecting rival  and  ran  her  down  at  last.  Hauling 


366  ADMIRAL  FARRAGUT 

down  the  Union  lights,  he  opened  fire.  The  duel 
was  furious  and  deadly.  The  second  shot  raked 
the  Varuna ;  she  responded  with  a  broadside  that 
killed  and  wounded  many  men  on  the  Moore. 

The  Confederate  fired  recklessly  through  his 
own  bow  in  his  endeavor  to  hit  the  enemy's  engine- 
room,  and  swiftly  rammed  his  opponent  near  the 
starboard  quarter,  then  backed  and  rammed  again. 
The  Varuna  was  sinking,  but  was  still  undaunted. 
She  threw  three  shells  into  her  antagonist,  which 
crippled  the  Moore  and  set  her  on  fire.  Fifteen 
minutes  later  the  Varuna  sank,  and  the  Moore  sur- 
rendered to  a  Union  vessel,  which  had  just  come 
up  the  river. 

Meanwhile  at  the  forts  and  directly  above  them 
the  scene  was  one  of  the  greatest  confusion  and 
the  wildest  excitement.  One  of  the  Union  vessels 
fired  a  broadside  into  a  friend  instead  of  an  enemy. 
At  the  moment  the  Varuna  sped  past  the  Cayuga 
at  the  opening  of  the  struggle,  Perkins  writes: 
"  Just  then  some  of  our  gunboats  which  had  passed 
the  forts  came  up,  and  then  all  sorts  of  things  hap- 
pened. One  of  our  gunboats  attacked  one  of  the 
Cayuga *s  prizes ;  I  shouted  out,  '  Don't  fire  into 
that  ship,  she  has  surrendered.'  Three  of  the 
enemy's  ships  surrendered  to  us  before  any  of  our 
vessels  appeared." 

In  passing  the  forts  the  larger  ships  stopped  and 
played  their  powerful  batteries  with  great  effect, 
receiving  a  heavy  fire  in  return.  The  lighter  ships 


THE  MISSISSIPPI  RIVER  FIGHT  367 

passed  swiftly  on,  sweeping  the  parapets  with  grape 
and  shrapnel.  The  whole  of  the  first  division 
cleared  the  hulks  and  the  forts  successfully. 

Then  rapidly  in  its  wake  came  the  centre,  com- 
posed of  three  large  ships — the  Hartford,  Farragut's 
flag-ship,  the  Brooklyn,  and  the  Richmond.  The 
firing  of  the  forts  and  of  the  first  column  had  filled 
the  air  with  dense  clouds  of  smoke,  which  made  the 
darkness  almost  impenetrable  and  greatly  hampered 
the  movements  of  the  ships.  Scarcely  was  the 
Hartford  abreast  of  the  forts  than  a  fire-raft  came 
down  the  river,  bearing  full  upon  her.  To  avoid 
this  danger  she  headed  across  the  river  and  ran 
aground  under  the  batteries  of  Fort  St.  Philip. 
In  this  critical  position  she  remained  for  some 
time,  receiving  all  the  while  the  terrible  fire  of  the 
enemy.  "  It  seemed  to  be  breathing  a  flame," 
Farragut  said  afterward. 

As  the  Hartford  lay  at  the  mercy  of  the  enemy, 
plying  her  batteries  on  the  fort,  the  fire-raft,  guided 
by  a  tug,  came  boldly  alongside.  In  a  moment 
sheets  of  flame  rushed  up  the  masts  and  wrapped 
the  rigging  of  the  flag-ship,  and  tongues  of  fire 
leaped  through  the  port-holes.  The  fire  depart- 
ment was  called  and  played  the  hose  promptly  and 
with  perfect  discipline.  The  whole  crew  was  un- 
der complete  self-control,  but  Farragut  afterward 
writes :  "It  was  the  most  anxious  night  of  my  life. 
I  felt  as  if  the  fate  of  my  country  and  my  own  life 
and  reputation  were  all  on  the  wheel  of  fortune." 


368  ADMIRAL  FARRAGUT 

The  fire  was  quickly  extinguished,  a  shot  sank  the 
tug,  and  the  Hartford  backed  clear  into  deep  water. 
But  her  head  was  now  downstream,  and  it  was  some 
time -before  she  could  be  turned  around. 

Bravely  the  other  vessels  continued  on  their 
course  against  the  heavy  current  of  the  river,  meet- 
ing with  varying  adventures  and  displaying  won- 
derful gallantry.  It  was  a  night  when  men  showed 
the  stuff  of  which  heroes  are  made,  when  they 
stood  calm  and  undismayed  amid  storms  of  grape, 
the  blaze  of  musketry,  and  the  fearful  explosion  of 
the  shells. 

Fourteen  of  the  ships  passed  clear  of  the  obstruc- 
tions and  the  forts;  only  one  was  lost,  and  that  was 
the  foolhardy  Varuna.  The  last  three  gunboats 
did  not  reach  the  forts  until  daybreak ;  and  when  the 
batteries  opened  on  them  at  point-blank  range,  they 
were  forced  to  turn  back  and  drifted  downstream. 

The  wonderful  feat  had  been  accomplished. 
Farragut  had  brought  his  fleet  of  thirteen  wooden 
vessels  past  the  obstructions  and  the  formidable 
batteries  of  two  forts,  against  a  heavy  current,  and 
had  destroyed  the  enemy's  flotilla.  And  this  had 
been  done  with  the  loss  of  only  thirty-seven  men 
and  about  a  hundred  and  fifty  wounded. 

Throughout  the  24th  the  fleet  anchored  off  the 
Quarantine  Station,  and  on  the  following  morning 
steamed  up  the  river  to  English  Turn,  where  the 
two  river  batteries,  the  Chalmette  and  the 
McGehee,  were  quickly  silenced. 


CHAPTER  XXIX 

THE  CAPTURE  OF  NEW  ORLEANS 

THE  Queen  City  of  the  Confederacy  was  the 
scene  of  fury,  confusion,  and  dismay.  The  mob 
rose  in  a  frenzy,  and  vented  their  rage  on  the 
streets  and  wharves  of  the  city.  As  the  fleet  ad- 
vanced slowly  toward  New  Orleans,  the  river  was 
covered  with  wreckage.  "  Cotton-loaded  ships  on 
fire  came  floating  down,  and  working  implements 
of  every  kind,  such  as  are  used  in  ship-yards.  The 
destruction  of  property  was  awful."  So  writes 
Farragut  in  his  report  of  the  river  fight,  and  con- 
tinues :  "  The  levee  of  New  Orleans  was  one  scene 
of  desolation.  Ships,  steamers,  cotton,  coal,  etc., 
were  all  in  one  common  blaze,  and  our  ingenuity  was 
much  taxed  to  avoid  the  floating  conflagration." 

The  fleet  passed  up  to  the  city  and  anchored 
directly  in  front  of  it,  and  from  the  summit  of  the 
City  Hall  floated  in  defiance  the  State  flag  of 
Louisiana.  Farragut  sent  Captain  Bailey  on  the 
perilous  mission  of  demanding  the  surrender  of 
the  city.  He  was  accompanied  by  Lieutenant 
Perkins  of  the  Cayuga,  who  gives  an  account  of 
their  entry :  "  When  we  reached  the  wharf  there 
were  no  officials  to  be  seen ;  no  one  received  us, 

369 


370  ADMIRAL  FARRAGUT 

although  the  whole  city  was  watching  our  move- 
ments, and  the  levee  was  crowded  in  spite  of  a  heavy 
rain-storm.  ...  As  we  advanced,  the  mob  followed 
us  in  a  very  excited  state.  They  began  to  throw 
things  at  us,  and  shout, '  Hang  them  !  hang  them ! ' 
We  both  thought  we  were  in  a  bad  fix,  but  there 
was  nothing  for  us  to  do  but  just  to  go  on." 

Mr.  George  W.  Cable,  the  now  well-known 
author,  was  then  a  boy  of  fourteen,  and  was  in 
New  Orleans  at  the  time  of  its  capture.  He  has 
since  described  the  entry  of  the  two  Union  officers 
into  the  hostile  city.  Hearing  the  shouts  and 
imprecations  of  the  crowd,  he  hurried  out  and  ran 
to  the  front  of  the  mob,  howling  with  the  rest, 
"  Hurrah  for  Jeff  Davis ! "  He  writes  :  "  About 
every  third  man  had  a  weapon  out.  Two  officers 
of  the  United  States  navy  were  walking  abreast, 
unguarded  and  alone,  not  looking  to  the  right  or 
left,  never  frowning,  never  flinching,  while  the  mob 
screamed  in  their  ears,  shook  cocked  pistols  in 
their  faces,  cursed,  crowded,  and  gnashed  upon 
them.  So  through  those  gates  of  death  those  two 
men  walked  to  the  City  Hall  to  demand  the  town's 
surrender.  It  was  one  of  the  bravest  deeds  I  ever 
saw  done." 

The  mayor  declined  to  haul  down  the  Louisiana 
flag  and  hoist  the  stars  and  stripes  in  its  stead. 
The  infuriated  mob  would  have  killed  any  one  who 
dared  to  touch  the  State  flag.  After  three  days 
of  parley,  Farragut  sent  a  force  of  two  hundred 


THE  CAPTURE  OF  NEW  ORLEANS   371 

and  fifty  marines  with  two  howitzers,  under  the 
command  of  Fleet-captain  Bell.  The  men  were 
drawn  up  in  front  of  the  City  Hall,  and  the  howit- 
zers pointed  up  and  down  the  street.  A  dense 
mob  gathered  in  angry  protestation  while  the 
Union  men  hauled  down  the  Louisiana  flag  and 
ran  up  that  of  the  United  States. 

Thus  was  consummated  the  magnificent  triumph, 
the  first  of  Farragut's  brilliant  successes  which  fol- 
lowed one  another  in  quick  succession  and  showed 
him  to  be  the  greatest  naval  commander  of  his  time. 

Meanwhile  at  the  lower  forte,  Jackson  and  St. 
Philip,  the  garrisons  had  mutinied  and  the  works 
surrendered  to  Commander  Porter,  who  had  stayed 
behind  with  his  mortar-boats.  Farragut  then  seized 
all  the  steamboats,  among  them  the  famous  Ten- 
nessee, and  sent  them  down  for  the  troops  of 
General  Butler,  who  afterward  took  possession  of 
the  city.  Several  of  the  Confederate  ironclad 
rams,  on  which  the  Southerners  had  placed  so  much 
hope,  were  destroyed.  Farragut  writes :  "  I  sent 
Captain  Lee  up  to  seize  the  principal  one,  the  Missis- 
sippi, which  was  to  be  the  terror  of  these  seas,  arid 
no  doubt  would  have  been  to  a  great  extent;  but 
she  soon  came  floating  by  us  all  in  flames,  and 
passed  down  the  river.  .  .  .  We  have  destroyed, 
or  made  the  enemy  destroy,  three  of  the  most 
formidable  rams  in  the  country." 

The  fall  of  New  Orleans  was  the  knell  to  Con- 
federate hopes  on  the  Mississippi.  Panic  spread 


372  ADMIRAL  FARRAGUT 

along  the  whole  length  of  the  river.  The  two  forts 
at  Carrollton,  eight  miles  above  New  Orleans, 
were  abandoned,  the  guns  spiked,  and  the  Union 
fleet  passed  on  without  opposition. 

Farragut  was  now  in  favor  of  carrying  his  fleet 
down  the  Mississippi  and  leading  an  immediate 
attack  upon  Mobile.  The  government  held  to 
its  original  intention  of  sending  the  fleet  up  the 
river  to  join  the  Union  flotilla,  under  Flag-officer 
Davis,  which  then  lay  nine  hundred  miles  above 
the  mouth  of  the  Mississippi.  In  vain  Farragut 
tried  to  convince  the  navy  department  that  his 
fleet  was  in  no  condition  to  be  pushed  up  the 
river,  that  his  force  was  inadequate,  and  that  he 
had  no  sufficient  military  backing  to  aid  in  the 
operations.  The  shores  of  the  river  above  New 
Orleans  were  commanded  by  high  bluffs,  which  the 
Confederates  had  turned  into  a  strong  line  of 
defence,  and  which  could  be  reduced,  not  by  a 
fleet  of  ships,  but  only  by  a  large  military  force. 

In  writing  home  Farragut  says:  "The  govern- 
ment appears  to  think  that  we  can  do  anything. 
.  .  .  Well,  I  will  do  my  duty  to  the  best  of  my 
ability,  and  let  the  rest  take  care  of  itself.  .  .  . 
They  expect  impossibilities."  Peremptory  orders 
from  the  government  to  "  clear  the  river  through  " 
obliged  Farragut  to  advance  upon  Vicksburg 
without  further  delay.  "  I  hope  for  the  best," 
Farragut  said,  "  and  pray  God  to  protect  our  poor 
sailors  from  harm." 


THE  CAPTURE  OF  NEW  ORLEANS   373 

He  was  not  especially  sanguine  as  to  the  result. 
The  enemy's  batteries  were  beyond  the  reach  of 
the  ships.  The  attack  must  be  made  by  daylight, 
as  the  river  at  that  point  was  too  difficult  to 
navigate  by  night.  The  water  was  beginning  to 
fall,  and  there  were  places  which  had  not  half  the 
depth  drawn  by  his  ships.  If  he  should  succeed 
in  going  above  Vicksburg,  he  did  not  expect  to 
get  down  again  before  the  next  spring.  These 
combined  reasons  made  him  somewhat  despondent 
as  to  the  success  of  the  undertaking. 

On  the  28th  of  June,  at  two  o'clock  in  the 
morning,  the  signal  was  made  to  weigh  anchor, 
and  the  squadron  of  eleven  ships  got  under  way 
and  slowly  stemmed  the  current.  The  mortar- 
boats  were  already  in  position  and  opened  fire  on 
the  forts  to  assist  the  advancing  line.  As  the 
leading  ship  came  within  range  of  the  hostile 
works,  battery  after  battery  opened  upon  her,  and 
"the  ridge  of  bluffs  seemed  one  sheet  of  flame." 
The  scene  soon  became  one  of  the  most  stirring 
animation.  The  flag-ship  passed  at  slow  speed, 
firing  deliberately  and  with  splendid  effect,  and 
pouring  her  shrapnel  into  the  forts  on  the  heights. 
Under  a  raking  fire  she  even  stopped  once  to 
allow  the  line  to  close  up.  Farragut  was  watch- 
ing the  fight  from  his  favorite  stand,  the  mizzen 
rigging,  when  the  captain  of  the  gun  on  the  poop- 
deck  asked  him  to  get  down,  as  he  wished  to 
point  his  gun  near  that  spot.  Hardly  had  Farra- 


374  ADMIRAL   FARRAGUT 

gut  left  his  post  when  the  whole  mizzen  rigging 
was  cut  away  just  above  his  head. 

The  batteries  of  the  forts  were  soon  silenced, 
and  the  men  driven  from  their  guns.  In  two 
hours  the  first  two  divisions  of  the  squadron  had 
passed  the  forts  and  the  town;  but  owing  to  a 
misunderstanding  of  orders,  the  third  division 
failed  to  advance  beyond  the  works,  and  dropped 
down  the  river.  In  his  official  report  Farragut 
remarks  caustically  :  "  The  department  will  per- 
ceive that  the  forts  can  be  passed,  and  we  have 
done  it,  and  can  do  it  again  as  often  as  may  be 
required  of  us."  He  adds,  however,  that  it  would 
not  be  easy  to  do  more  than  silence  the  batteries 
for  a  time,  as  the  enemy  had  a  large  force  behind 
the  hills,  and  it  would  not  be  possible  to  take 
Vicksburg  without  an  army  of  twelve  or  fifteen 
thousand  men. 

Farragut  himself  saw  very  little  use  in  parading 
up  the  river  past  strongholds  that  could  not  be 
captured  or  held  without  the  support  of  a  large 
military  force,  especially  as  he  realized  that  the 
control  of  the  river  at  this  point  and  the  positions 
on  land  must  soon  be  abandoned,  owing  to  lack  of 
supplies  and  of  troops,  and  want  of  a  sufficient 
number  of  ships  to  cover  the  entire  line.  Patrol 
work,  which  was  what  the  operation  now  amounted 
to,  was  not  to  Farragut's  taste. 

Having  won  a  brilliant  victory  at  Memphis,  Flag- 
officer  Davis  was  now  able  to  come  down  the  river 


THE  CAPTURE  OF  NEW  ORLEANS   375 

with  his  Mississippi  flotilla  and  join  Farragut  a 
few  miles  above  Vicksburg.  Thus  were  carried 
out  the  full  orders  of  the  government  —  to  clear 
the  river  through  and  make  a  junction  between 
the  upper  and  lower  river  commands.  As  the 
combined  squadrons  lay  at  anchor  opposite  Vicks- 
burg, news  reached  them  that  the  Confederate  iron- 
clad ram  Arkansas,  which  had  been  built  for  the 
destruction  of  the  Union  flotilla,  was  in  the  Yazoo 
River.  Two  ships  were  at  once  ordered  on  a  re- 
connoitring expedition.  Hardly  had  they  steamed 
six  miles  up  the  Yazoo  than  they  met  the  ram 
rushing  down  at  full  speed.  Realizing  that  they 
were  unfit  to  attempt  a  struggle  with  the  ironclad, 
the  Union  vessels  fell  back  on  the  fleet,  and  kept 
up  a  running  fire  down  the  river. 

Warned  of  the  approach  of  the  ram,  the  Union 
fleet  prepared  to  receive  her ;  but  their  fires  were 
low,  and  there  was  no  time  to  get  up  steam.  All 
they  could  do  was  to  train  their  guns  on  the  enemy 
as  she  passed.  Sweeping  into  the  Mississippi,  she 
turned  downstream  and  ran  the  gauntlet  of  the 
entire  hostile  fleet.  But  her  smokestack  was  rid- 
dled with  shot,  her  colors  carried  away,  and  her 
speed  reduced  to  a  mile  an  hour.  As  she  passed 
through  their  midst,  the  Union  vessels  showered 
their  missiles,  and  poured  their  broadsides  into 
her;  but  the  shot  glanced  off  her  iron  sides,  and 
only  a  few  shells  pierced  her  armor  and  exploded 
within.  Still  she  gallantly  and  audaciously  kept 


376  ADMIRAL   FARRAGUT 

on  her  way,  aided  by  the  current,  and  ran  for 
shelter  to  Vicksburg,  where  she  was  moored  under 
the  guns  of  the  fort.  Although  badly  injured,  she 
had  not  been  conquered.  But  about  three  weeks 
later,  in  attempting  to  reach  Baton  Rouge,  her 
machinery  broke  down  and  she  ran  aground,  where 
she  lay  at  the  mercy  of  the  Union  vessels.  See- 
ing that  her  condition  was  hopeless,  the  Confeder- 
ate commander  ordered  her  to  be  set  on  fire,  and 
the  crew  escaped  to  the  shore. 

Meanwhile  Farragut  had  again  passed  before 
the  Vicksburg  forts  with  his  heavy  ships,  dropped 
down  the  river  into  deeper  water,  and  returned 
to  New  Orleans.  On  the  12th  of  August,  while 
anchored  off  the  Crescent  City,  he  received  his 
commission  as  rear-admiral,  and  was  the  first 
officer  in  the  United  States  navy  to  hoist  his 
admiral's  flag  at  the  main.  His  promotion  was 
accompanied  by  a  vote  of  thanks  from  Congress, 
and  in  writing  home  Farragut  says  :  "  It  is  gratify- 
ing to  me  that  my  promotion  should  not  have 
rested  simply  on  my  seniority,  but  that  my  coun- 
trymen were  pleased  to  think  that  it  was  fairly 
merited." 

The  Union  vessels  being  now  greatly  in  want  of 
repairs  and  provisions,  Farragut  steamed  down  to 
the  Gulf  of  Mexico  and  carried  his  ships  into  the 
ample  harbor  of  Pensacola,  where  they  lay  through 
the  summer  months. 


CHAPTER  XXX 

THE  DASH  PAST  PORT  HUDSON  AND  THE 
BATTLE  OF  MOBILE  BAY 

WHILE  Farragut  was  at  Pensacola,  reports  arrived 
that  the  Confederates  were  strengthening  and  for- 
tifying with  renewed  activity  the  two  important 
strategic  points  on  the  Mississippi  which  were  still 
in  their  possession  —  Vicksburg  and  Port  Hudson, 
distant  two  hundred  miles  from  each  other.  It 
soon  became  evident  that  a  well-organized  attack 
must  before  long  be  made  on  these  two  points. 
Farragut  therefore  returned  to  New  Orleans  and 
awaited  events.  A  rise  in  the  river,  and  a  large 
reenforcement  of  troops  to  hold  the  strongholds 
captured  by  the  fleet,  were  the  two  requirements 
for  a  new  ascent  of  the  Mississippi.  "  As  Micawber 
says,"  writes  Farragut,  " '  I  am  waiting  for  some- 
thing to  turn  up,'  and  in  the  meantime  having 
patience  for  the  water  to  rise." 

Here,  as  always,  the  strongest  motive  with  Far- 
ragut was  his  desire  to  do  his  duty,  and  it  was  a 
true  estimate  of  his  own  character  when  he  wrote 
home  :  "  They  shall  never  say  that  I  backed  out ;  I 
will  do  my  duty,  and  obey  my  instructions.  Don't 

377 


378  ADMIRAL  FARRAGUT 

think  that  I  hold  on  from  ambitious  motives.  I 
know  too  well  the  history  of  all  revolutions  not 
to  know  that  I  now  have  everything  to  lose  and 
nothing  to  gain.  My  country  has  rewarded  me 
for  my  services,  and  I  am  ready  to  do  my  duty 
and  stay  or  go  as  directed." 

Firm  principle,  unshaken  loyalty,  cool  judgment, 
a  calm  insight  into  human  affairs  —  these  were 
marked  traits  of  Farragut's  character.  Unlike 
Nelson,  his  soul  was  not  devoured  by  ambition  ;  but 
he  had  the  determination  to  take  circumstances 
at  their  flood  and  to  win,  if  it  were  possible. 

His  waiting  for  "  something  to  turn  up  "  did  not 
last  very  long.  The  futile  parade  up  and  down 
the  Mississippi,  several  minor  reverses  to  his  block- 
ading squadrons  in  the  Gulf,  his  inability  to  be  at 
every  threatened  point  in  his  extensive  command  — 
all  these  made  him  restless  and  discontented.  He 
Longed  for  immediate  action  and  was  anxious  to 
begin  hostilities  at  once.  Every  delay  that  kept 
him  inactive  increased  his  desire  to  strike  a  heavy 
blow.  The  long-expected  army  had  at  last  arrived, 
under  the  command  of  General  Banks,  but  was  not 
ready  to  move  in  the  great  attack.  On  the  1st  of 
February,  Farragut  writes:  "You  will  no  doubt 
hear  more  of  '  Why  don't  Farragut's  fleet  move  up 
the  river?'  Tell  them,  because  the  army  is  not 
ready. " 

By  the  end  of  February  the  loss  of  two  ships  of 
the  up-river  squadron  determined  Farragut  to  act 


THE  DASH  PAST  FORT  HUDSON         379 

immediately.  General  Banks  pronounced  himself 
ready  to  cooperate  by  a  land  attack  in  the  rear  of 
the  enemy's  batteries,  in  order  to  divert  their  fire 
from  the  ships.  On  the  morning  of  the  14th  of 
March  the  fleet  had  steamed  up  to  within  seven 
miles  of  Port  Hudson  and  anchored  off  Profit's 
Island.  The  enterprise  which  Farragut  had  planned 
on  his  own  responsibility  was  a  difficult  one.  Port 
Hudson  is  situated  on  a  sharp  bend  of  the  Missis- 
sippi River.  A  series  of  high  bluffs,  strongly  for- 
tified with  open  and  masked  batteries,  protected, 
along  a  mile  and  a  half  of  the  east  bank,  the 
approach  to  the  town  from  below,  and  were  a 
powerful  obstruction  to  an  advancing  fleet.  The 
strong  current  which  sweeps  around  the  curve  of 
the  river  forms  a  deep  channel  under  the  bluffs. 
On  the  opposite  bank  are  dangerous  shoals  and 
baffling  eddies,  making  the  navigation  extremely 
difficult  and  dangerous. 

The  fleet  counted  four  ships  and  three  gunboats. 
There  were,  besides,  a  number  of  mortar-schooners, 
which  took  a  position  ahead  of  the  vessels  to  cover 
their  advance,  and  were  to  keep  up  a  rapid  fire 
during  the  passage  of  the  batteries.  In  Farragut's 
plan  of  attack  he  ordered  each  ship,  excepting 
the  Mississippi,  to  lash  a  gunboat  to  her  port  side, 
so  that  in  case  of  injury  or  accident  she  could  be 
towed  by  her  consort  to  a  place  of  safety. 

On  the  evening  of  the  14th  of  March,  as  night 
closed  upon  the  Union  fleet,  a  red  light  stealthily 


380  ADMIRAL  FARRAGUT 

appeared  at  the  stern  of  the  Hartford.  It  was  the 
signal  "  For  the  fleet  to  form  in  line  and  follow  the 
flag-ship."  Then  came  a  few  anxious  moments, 
while  the  other  ships  raised  their  anchors,  and  until 
the  answering  lights  showed  that  all  was  ready. 
The  Hartford  steamed  slowly  ahead  while  the 
Richmond  and  Monongahela,  with  their  gunboats, 
and  the  Mississippi  followed  their  leader  through 
the  silent,  almost  breathless  darkness.  It  was  the 
deathlike  tension  before  the  burst  of  the  coming 
struggle. 

Farragut's  son,  Loyall,  who  had  joined  his  father 
at  Pensacola,  chanced  to  be  on  board  the  flag-ship 
on  this  exciting  and  never-to-be-forgotten  night. 
As  he  was  not  in  the  service,  and  was  by  accident 
on  the  ship,  Fleet-surgeon  J.  M.  Foltz  requested 
that  the  admiral  would  permit  his  son  to  assist 
below  with  the  wounded,  where  he  would  be  in  the 
most  protected  part  of  the  ship.  The  admiral's 
reply  was  characteristic  of  the  gallant  seaman. 
Having  listened  patiently,  he  said :  "  No,  that  will 
not  do.  It  is  true  our  only  child  is  on  board  by 
chance,  and  he  is  not  in  the  service ;  but,  being 
here,  he  will  act  as  one  of  my  aids,  to  assist  in 
conveying  my  orders  during  the  battle,  and  we 
will  trust  in  Providence  and  la  fortune  de  la 
guerre"  The  boy  Loyall  also  declared  that  he 
"wanted  to  be  stationed  on  deck,  and  see  the 
fight." 

In  the  life  of  his  father  Mr.  Loyall  Farragut 


THE  DASH  PAST  FORT   HUDSON         381 

has  given  a  thrilling  account  of  the  run  past  the 
batteries.  "  The  scene,"  he  says,  "  was  one  never 
to  be  forgotten  by  those  who  witnessed  it.  The 
night  was  closing  in  rapidly,  and  not  a  breath  of 
air  was  stirring.  An  unnatural  quiet  prevailed  on 
board  the  ship.  The  men  are  standing  at  the 
guns,  with  their  sleeves  rolled  up,  eagerly  waiting 
for  the  work  before  them."  The  officers  of  division 
moved  about  the  deck,  giving  orders  in  a  low  voice. 
"  The  admiral  stood  on  the  poop-deck,  with  his 
immediate  staff  around  him,  moving  about  occa- 
sionally in  that  quick,  active  way  for  which  he 
was  so  conspicuous ;  now  watching  the  vessels 
astern,  now  looking  ahead  for  the  first  offensive 
demonstration  from  the  enemy." 

Suddenly  from  the  right  bank  of  the  river 
rocket  after  rocket  darted  high  into  the  air,  and  at 
the  same  moment  came  a  sharp  discharge  from  the 
first  battery.  As  the  Hartford  replied  with  deci- 
sion and  promptness,  new  batteries  opened  upon 
her,  and  the  flash  of  their  guns  was,  in  the  darkness, 
the  only  mark  our  gunners  had  at  which  to  fire. 
Steadily  the  flag-ship  kept  on  her  way,  sweeping  in 
toward  the  enemy's  works  until,  at  one  moment, 
she  was  so  near  the  shore  that  a  Confederate  officer, 
who  was  in  command  of  one  of  the  batteries,  said 
he  could,  with  a  ship's  pistol,  have  killed  the 
officers  that  stood  calmly  on  the  poop-deck.  He 
trained  on  the  group  one  of  the  guns  loaded  with 
grape,  but  it  missed  fire. 


382  ADMIRAL  FARRAGUT 

The  roar  of  the  mortars,  the  shells  passing  like 
meteors  across  the  heavens,  the  guns  flashing  and 
blazing  until  the  ship  seemed  a  mass  of  fire  and 
quivered  at  every  discharge,  the  fitful  glare  of  the 
bonfires  on  the  shore,  the  breathless  night  with  no 
stir  or  sound  save  of  the  battle,  the  dense  clouds 
of  smoke  settling  heavily  down  upon  the  water 
and  slowly  wrapping  the  ships  from  sight,  —  all 
this  made  a  scene  of  grandeur  and  awe. 

The  pilot,  on  whose  coolness  and  courage  de- 
pended the  safe  passage  of  the  ship,  had  taken  his 
station  in  the  mizzen  top,  according  to  Farragut's 
directions,  so  that  he  might  see  over  the  smoke. 
A  trumpet  was  fixed  from  the  top  to  the  wheel, 
through  which  he  gave  his  orders,  calling  out 
"  Starboard !  "  or  "  Port ! "  with  perfect  steadi- 
ness. As  the  firing  increased  and  the  smoke  set- 
tled more  and  more  densely  over  the  ship,  the 
pilot  called  out  that  he  could  not  see  ahead.  In- 
stantly the  firing  was  stopped  and  as  the  smoke 
lifted,  the  sharp  bend  in  the  river  came  into  view, 
and  it  was  seen  that  the  ship  was  running  on  shore 
under  one  of  the  enemy's  batteries.  Her  stem 
just  touched  the  ground,  but  she  was  backed  clear, 
and  soon  steamed  ahead  out  of  range  of  the  Con- 
federate guns. 

As  the  Hartford  with  her  consort  anchored  in 
safety  above  Port  Hudson,  Farragut  looked  anx- 
iously downstream  for  the  rest  of  his  fleet,  but  no 
friendly  shape  loomed  out  of  the  darkness  and 


THE  DASH  PAST  FORT  HUDSON         383 

smoke.  In  the  distance  was  heard  the  boom  of 
the  cannon,  and,  far  below,  the  masts  and  spars  of 
the  other  ships  could  be  seen  "  in  relief  against  a 
fiery  sky."  Something  must  have  happened.  In 
a  low,  anxious  tone  Farragut  exclaimed,  "  What 
has  stopped  them  ?  "  But  no  one  could  answer  the 
question.  "  Suddenly  a  brighter  light  shot  up 
into  the  sky,"  writes  his  son,  "  and  it  was  soon 
reported  from  the  masthead  that  a  ship  could  be 
seen  on  fire,  and  appeared  to  be  the  Mississippi  !  " 

Meanwhile  at  the  batteries  all  was  confusion  and 
disaster.  The  remainder  of  the  fleet  groped  its 
way  blindly  in  the  dense  smoke,  and  lost  sight  of 
its  leader.  The  Richmond  ran  the  gauntlet  of  the 
works  ;  but  just  as  she  reached  the  bend  in  the 
river,  a  plunging  shot  struck  the  steam-pipe,  and 
upset  both  safety-valves.  So  much  steam  escaped 
that  the  ship  could  make  no  headway  against  the 
current ;  she  therefore  turned  back  and  drifted 
out  of  action.  The  Monongaliela  also  reached  the 
turning-point,  but  ran  aground  on  the  shoal  and 
lay  at  the  mercy  of  the  enemy's  fire  for  half  an 
hour.  When  she  at  last  swung  off  and  again 
headed  upstream,  an  accidental  shot  disabled  her 
engine,  and  she  too  drifted  down  the  river. 

The  Mississippi,  at  the  end  of  the  line,  had 
reached  the  last  battery  when  she  suddenly 
grounded  at  the  bend.  Every  effort  was  made  to 
back  her  clear,  but  it  was  impossible  to  get  her 
off  the  shoal.  For  thirty-five  minutes  she  was  ex- 


384  ADMIRAL  FARRAGUT 

posed  to  the  galling  cross-fire  from  three  batteries, 
answering  in  fine  style  with  her  own  guns.  At 
last  the  captain  decided  to  abandon  and  destroy 
her,  so  that  she  should  not  fall  into  the  hands  of  the 
enemy.  The  crew  made  their  escape  in  the  boats, 
and  the  ship  was  fired  in  four  places.  In  a  short 
time  she  was  enveloped  in  flames  and  drifted  down 
the  river,  a  burning  mass.  Finally  she  blew  up 
with  a  terrific  explosion. 

Farragut  found  himself  alone  upon  the  river, 
with  one  gunboat,  between  the  two  Confederate 
strongholds,  Port  Hudson  and  Vicksburg.  Slowly 
and  with  the  greatest  vigilance  he  advanced  up 
the  river,  making  his  way  among  the  masses  of 
floating  logs,  and  silencing  the  scattered  batteries 
on  the  shore.  On  the  19th  of  March,  five  days 
after  the  passage  of  Port  Hudson,  he  anchored  a 
few  miles  below  Vicksburg,  and  communicated  with 
Admiral  Porter,  who  was  in  command  of  the  up- 
river  squadron,  and  with  General  Grant  who  was 
in  command  of  the  army  encamped  on  the  Louisi- 
ana shore.  The  ship  was  provisioned,  and  General 
Grant  sent  down  a  barge  of  coal  by  setting  it 
adrift  on  the  river  during  the  night.  The  Hart- 
ford then  started  to  patrol  the  river  between  the 
two  fortified  points. 

Reaching  Port  Hudson  again  early  in  April, 
Farragut  was  most  anxious  to  communicate  with 
the  remainder  of  his  fleet  which  had  failed  to  run 
the  batteries  and  still  lay  below.  It  was  impos- 


THE  DASH  PAST  FORT   HUDSON          385 

sible  to  send  despatches  by  land,  as  the  enemy  was 
watching  every  movement,  but  Mr.  Edward  C. 
Gabaudan,  Farragut's  secretary,  offered  to  take 
the  message  by  water.  It  was  a  perilous  service, 
attended  with  great  risks.  Providing  himself 
with  a  revolver  and  a  paddle,  he  went  alone 
in  a  small  dugout,  skilfully  covered  with  twigs 
and  leaves,  and  resembling  the  hundreds  of  float- 
ing logs  which  were  continually  drifting  down 
the  Mississippi. 

During  the  night  he  was  set  adrift  on  the  cur- 
rent of  the  river  and  lay  in  the  bottom  of  the  skiff 
under  the  branches.  Slowly  and  silently  the 
strange  craft  floated  downstream,  under  the  for- 
midable batteries  of  Port  Hudson  and  past  the 
town.  At  one  point  the  swift  current  swept  his 
bark  so  close  to  the  shore  that  he  could  plainly 
hear  the  voices  of  the  sentinels.  He  dared  not 
move,  lest  he  should  attract  attention,  and  hoped 
not  to  be  seen.  But  something  in  the  appearance 
of  the  craft  finally  aroused  suspicion,  and  a  boat 
was  sent  to  examine  it.  As  Gabaudan  lay  motion- 
less in  the  bottom  of  his  dugout,  with  his  finger 
on  the  trigger  of  his  revolver,  he  listened  to  the 
splash  of  the  oars,  and  the  talking  of  the  men,  and 
was  determined  to  make  a  desperate  fight  for  his 
life.  But  the  Confederates  stopped  pulling  before 
they  had  reached  him,  and  he  heard  them  exclaim, 
"  It  is  only  a  log  !  " 

He  was  safe.      Without   further  adventure  he 


386  ADMIRAL  FARRAGUT 

reached  the  Richmond.  Early  in  the  night  a  soli- 
tary rocket  darted  into  the  air  from  below  Port 
Hudson  and  burst  into  a  thousand  fiery  stars 
against  the  dark  sky.  It  was  the  signal  to  Farra- 
gut  that  his  daring  secretary  was  in  safety  and  had 
succeeded  in  his  gallant  mission. 

The  river  campaign  was  drawing  rapidly  to  a 
close.  The  blockade  of  Port  Hudson  from  below 
and  above  made  the  navigation  of  the  Mississippi 
and  the  Red  River  dangerous  for  the  Confederate 
steamers  and  barges,  and  supplies  were  with  diffi- 
culty introduced  into  Vicksburg  and  Port  Hudson. 
At  the  close  of  March  General  Grant  began  his 
inarch  down  the  west  bank  of  the  Mississippi,  and 
Rear-admiral  Porter  kept  pace  with  him  by  run- 
ning past  the  batteries  of  Vicksburg.  Feeling 
that  he  was  no  longer  needed  in  the  upper  river, 
Farragut  left  the  Hartford  to  continue  the  block- 
ade of  Red  River,  and  returned  to  New  Orleans 
"by  one  of  the  dozen  winding  streams  that  cut 
through  the  country,"  so  that  he  might  look  after 
the  interests  of  the  lower  blockading  squadron. 

At  this  time  Farragut  writes :  "  You  say  you 
think  I  am  getting  too  ambitious.  You  do  me 
great  injustice  in  supposing  that  I  am  detained 
here  by  ambition.  My  country  has  a  right  to  my 
services  as  long  as  she  wants  them.  She  has  done 
everything  for  me,  and  I  must  do  all  for  her. 
God  knows  there  is  not  a  more  humble  poor  crea- 
ture in  the  community  than  myself.  ...  I  shall 


THE   DASH   PAST   FORT   HUDSON          387 

go  to  church  to-morrow,  and  try  to  return  suitable 
thanks  for  the  many  blessings  that  have  been 
bestowed  upon  me." 

On  the  7th  of  July  Farragut  received  the  news 
of  the  fall  of  Vicksburg,  and  a  few  days  later  of 
the  surrender  of  Port  Hudson.  This  completed 
the  capture  of  the  most  powerful  of  the  Mississippi 
strongholds,  and  assured  to  the  Northerners  the  full 
control  of  the  vast  watercourse,  a  result  to  which 
Farragut  rightly  felt  that  he  had  in  large  measure 
contributed.  He  writes :  "  My  last  dash  past  Port 
Hudson  was  the  best  thing  I  ever  did,  except  tak- 
ing New  Orleans.  It  assisted  materially  in  the 
fall  of  Vicksburg  and  Port  Hudson." 

Farragut  now  turned  over  the  entire  com- 
mand of  the  river  fleet  above  New  Orleans  to 
Rear-admiral  Porter,  and  about  the  1st  of  August 
sailed  for  New  York  in  the  Hartford.  His  ships 
needed  extensive  repairs  after  their  long  and  ardu- 
ous service,  the  flag-ship  alone  showing  the  ordeal 
of  fire  she  had  passed  through  by  two  hundred 
and  forty  scars  made  by  shot  and  shell.  For  sev- 
eral months  Farragut  remained  at  the  North,  en- 
joying a  well-earned  rest  at  his  home,  honored  and 
feted  by  his  enthusiastic  countrymen. 

The  successful  opening  of  the  Mississippi  now 
allowed  the  government  to  turn  its  attention  to  the 
extensive  coast-line  of  the  Gulf.  Mobile  was,  next 
to  New  Orleans,  the  most  important  of  the  Confeder- 
ate ports,  and  had  become  more  and  more  necessary 


388  ADMIRAL  FARRAGUT 

to  the  Southerners  as  their  water-line  was  being 
gradually  narrowed  by  the  blockaders.  An  attack 
on  Mobile  became  therefore  the  next  naval  project 
of  importance,  and  one  of  great  moment  to  the 
Union. 

Early  in  January,  1864,  Farragut  ran  up  his  flag 
on  the  Hartford  and  headed  for  the  Gulf.  Many 
wearisome  and  anxious  months  were  still  to  be 
spent  on  blockade  duty,  which  told  severely  on  his 
health  and  nerves.  Gloomy  days  followed  one 
another,  days  "  to  try  men's  hearts,"  as  Farragut 
writes,  when  the  wind  howled,  the  rain  poured 
down  in  torrents,  and  the  cabin  was  afloat  in  water. 
While  the  tedious  work  of  blockading  was  going 
on,  and  Farragut  was  completing  the  preparations 
for  the  attack  on  Mobile,  the  Confederates  were 
making  elaborate  arrangements  to  receive  him. 
The  defences  at  Fort  Morgan  were  being  powerfully 
strengthened,  and  the  formidable  ironclad  Tennes- 
see, which  had  been  in  process  of  construction,  was 
finished  and  ready  for  action. 

It  had  been  Farragut's  ardent  wish  to  attack 
Mobile  immediately  after  the  fall  of  New  Orleans, 
at  a  time  when  the  Confederates  were  still  unpre- 
pared to  make  serious  resistance,  and  when  he 
could,  without  great  difficulty,  have  carried  through 
the  enterprise  with  his  fleet  of  wooden  ships.  But 
as  the  government  had  not  then  permitted  him  to 
put  his  plan  into  execution,  the  enemy  had,  in  the 
long  interval,  been  given  the  opportunity  to  con- 


THE   BATTLE   OF   MOBILE   BAY  389 

centrate  their  efforts,  and  increase  their  activity  in 
its  defence.  The  project  had  become  so  much 
more  formidable,  that  Farragut  was  obliged  to  wait 
for  a  reenforcement  of  ironclads.  These  began  to 
arrive  toward  the  last  of  June.  On  the  31st  of 
July  Farragut  writes,  off  Mobile:  "The  monitors 
have  all  arrived,  except  the  Tecumseh,  and  she  is 
at  Pensacola,  and  I  hope  will  be  here  in  two  days." 

As  early  as  the  26th  of  May  he  had  written  to 
Admiral  Bailey :  "  I  am  watching  Buchanan  in  the 
ram  Tennessee.  ...  I  can  see  his  boats  very  indus- 
triously laying  down  torpedoes."  On  both  sides 
the  preparations  for  the  fast-approaching  contest 
went  on  with  zeal  and  activity.  At  last  the  mem- 
orable day  fixed  upon  for  the  attack  arrived. 
Mentally  as  well  as  professionally  Farragut  had 
made  ready  for  the  conflict  with  a  firmness  and 
stern  determination  which  showed  that  he  realized 
the  heavy  responsibility  and  the  serious  risks  that 
lay  before  him,  and  understood  the  desperate 
nature  of  the  undertaking  which  was  destined  to 
be  the  crowning  glory  of  his  career.  His  general 
order  opened  with  the  emphatic  words,  "  Strip  your 
vessels  and  prepare  for  the  conflict." 

On  the  night  of  the  5th  of  August,  1864,  the 
whole  of  the  Union  fleet  rode  at  anchor  outside 
the  harbor  of  Mobile.  The  defences  of  the  bay 
were  formidable  and  carefully  devised.  The  only 
deep-water  channel  for  the  passage  of  ships  lay 
directly  under  the  guns  of  Fort  Morgan,  the  waters 


390  ADMIRAL  FARRAGUT 

of  the  bay  being  for  the  most  part  shallow.  Across 
the  entrance,  from  Fort  Gaines  to  the  edge  of  the 
deep  channel,  the  Confederates  had  driven  a  double 
line  of  stakes,  and  in  the  channel  itself  they  had 
sunk  a  triple  row  of  torpedoes  and  submarine 
mortar-batteries. 

Within  the  harbor  and  above  Fort  Morgan  lay 
the  Confederate  fleet,  commanded  by  Admiral 
Buchanan.  Consisting  of  three  gunboats  and  the 
ironclad  ram  Tennessee  it  was  small  in  point  of 
numbers,  but  formidable  from  the  strength  of  the 
Tennessee,  an  improvement  on  the  Merrimac,  and 
the  most  powerful  ironclad  constructed  in  the 
South. 

Against  this  array  of  forts,  vessels,  and  subma- 
rine mines,  Admiral  Farragut  commanded  a  fleet 
of  twenty-one  wooden  vessels  and  four  monitors. 

Every  preparation  having  been  made  for  the 
approaching  battle,  Admiral  Farragut,  in  the 
silent  watches  of  the  night,  went  below  into  his 
cabin,  as  Nelson  had  done  before  him  at  Trafalgar, 
and  wrote  to  his  wife:  "I  am  going  into  Mobile 
Bay  in  the  morning,  if  God  is  my  leader,  as  I  hope 
He  is,  and  in  Him  I  place  my  trust."  At  half- 
past  five  next  morning,  while  the  admiral  was 
quietly  breakfasting,  he  said  to  his  fleet-captain, 
"  Well,  Dray  ton,  we  might  as  well  get  under 
way,"  and  an  hour  later  the  line  of  battle  moved 
slowly  into  the  bay.  Lashed  together  two  by  two, 
the  vessels  sailed  in  pairs,  a  smaller  with  a  larger 


THE  BATTLE  OF  MOBILE  BAY  391 

ship,  the  Brooklyn  leading  the  column,  and  followed 
by  Farragut's  flag-ship,  the  Hartford.  Ahead,  in 
single  file,  went  the  four  monitors,  led  by  the 
Tecumseh. 

Farragut  had  taken  his  stand  in  the  rigging 
close  under  the  maintop,  from  where  he  could 
clearly  see  the  progress  of  the  battle.  The  Tecum- 
seh fired  the  first  two  shots,  and  was  the  first  to 
attempt  the  dangerous  crossing  of  the  line  of  tor- 
pedoes. The  monitor  had  singled  out  the  Tennes- 
see, and  was  bearing  down  upon  her.  She  was 
within  a  hundred  yards  of  the  Confederate  ram, 
when  a  sudden  explosion  was  heard,  and  the  Te- 
cumseh, having  struck  a  torpedo,  plunged  head 
foremost,  with  her  colors  still  flying,  to  the  bottom 
of  the  channel. 

The  critical  moment  of  the  fight  had  now  come. 
The  wooden  vessels  backed  upon  one  another,  and 
became  entangled  in  what  seemed  to  be  inextri- 
cable confusion.  The  line  of  battle  was  doubled 
up  in  the  most  dangerous  part  of  the  passage  ;  the 
ships  were  at  the  mercy  of  the  guns  of  the  fort 
and  of  the  enemy's  vessels. 

The  brilliant  daring  of  Farragut  at  this  crucial 
moment,  his  prompt  decision  and  bold  action,  were 
the  qualities  that  won  the  day  at  Mobile,  as  they 
were  on  that  May  day  when  Dewey  entered  the 
harbor  of  Manila. 

Seeing  that  the  Brooklyn  wavered,  after  the 
terrible  disaster  of  the  Tecumseh,  the  admiral  sig- 


392  ADMIRAL  FARRAGUT 

nailed,  "  What's  the  trouble  ?  "  The  answer  came, 
"  Torpedoes  ahead  !  "  Then  followed  Farragut's 
famous  reply,  which  will  go  down  in  history: 
"  Damn  the  torpedoes !  Go  ahead.  Four  bells 
[full  speed]  ! " 

The  admiral's  flag-ship,  the  Hartford,  now  took 
the  lead.  On  she  went,  full  speed,  straight  for  the 
line  of  torpedoes.  Complete  silence  fell  upon 
the  crew  as  the  flag-ship  passed  the  fatal  line.  A 
scraping  sound  was  heard  against  the  copper  bot- 
tom of  the  vessel,  but  no  explosion  followed,  and 
as  the  war-ship  cleared  the  submarine  defences 
with  flying  colors,  the  victory  was  practically 
won.  After  a  short  delay  the  other  vessels  fol- 
lowed their  admiral  across  the  line  and  up  into 
the  bay. 

During  all  this  time  the  Union  ships  had  been 
exposed  to  a  galling  fire  from  the  forts  and  the 
gunboats,  answering  with  their  own  formidable 
broadsides  and  moving  in  a  very  storm  of  shot, 
which  inflicted  heavy  losses  and  great  damage. 

Fort  Morgan  and  the  line  of  torpedoes  had  been 
bravely  passed,  the  Confederate  gunboats  had  sur- 
rendered or  taken  to  flight,  and  the  various  vessels 
of  Farragut's  fleet  were  brought  to  anchor  around 
the  flag-ship  in  the  upper  part  of  the  bay.  At 
this  stage  in  the  conflict,  Admiral  Buchanan  made 
his  great  mistake.  Instead  of  remaining  under  the 
protecting  batteries  of  Fort  Morgan,  he  brought 
the  Tennessee  up  the  bay,  inviting  a  single- 


Farragut  at   Mobile   Bay. 


THE   BATTLE   OF  MOBILE   BAY  393 

handed  fight  with  the  entire  Union  fleet.  It  was 
a  charge  of  splendid  daring,  but  ill-advised  and 
purposeless. 

Farragut's  men  had  been  leisurely  eating  their 
breakfast  and  clearing  the  decks  from  the  debris 
of  the  battle,  expecting  several  hours  of  quiet, 
when  the  warning  cry,  "  The  ram  is  coming !  " 
ran  through  the  ranks.  Instantly  the  order  was 
given,  "Attack  the  ram  ...  at  full  speed,"  and 
the  great  ramming  struggle  began. 

Again  and  again  the  big  wooden  vessels  charged, 
bows  on,  and  struck  the  enemy's  ironclad.  Blow 
followed  blow,  and  still  the  Tennessee  stood  im- 
pregnable. The  shot  of  the  broadsides  glanced 
harmlessly  from  her  armored  sides. 

After  a  while  the  monitors  joined  in  the  con- 
test, and  the  continuous  hammering  was  kept  up, 
while  shot  after  shot  shook  the  great  frame  of 
the  Tennessee.  At  last  the  rudder-chains  were 
shot  away,  the  smokestack  was  broken,  the  ship 
became  helpless,  and  Admiral  Buchanan  was 
wounded  in  the  leg.  The  command  was  taken 
by  Captain  Johnston,  who  for  twenty  minutes 
longer  held  out  against  the  fearful  pounding,  and 
then,  damaged  and  disabled,  the  Tennessee  ran  up 
the  white  flag  and  surrendered. 

Thus  was  the  great  fight  ended,  and  Farragut 
left  master  of  the  bay.  It  was  the  most  brilliant 
achievement  of  his  life  —  a  victory  seized  from  the 
brink  of  overwhelming  disaster,  dependent  upon 


394  ADMIRAL   FARRAGUT 

the  instant  flash  of  resolution  and  the  noble  cour- 
age which  inspired  him,  without  a  moment's  hesi- 
tation, to  lead  his  baffled  column  into  the  very 
jaws  of  destruction  and  wrench  from  fortune  a 
splendid  triumph. 

Deeds  of  gallantry  and  heroism,  which  aroused 
the  admiration  of  the  entire  land,  brightened  these 
scenes  of  horror;  and  the  zeal  and  skill  of  the 
officers,  the  discipline  of  the  crews,  and  the  splen- 
did marksmanship  of  the  gunners  brought  out  the 
highest  commendations  from  Farragut.  On  both 
sides  the  courage  of  the  men  was  only  equalled 
by  the  remarkable  daring  of  the  two  admirals ;  but 
with  Buchanan  this  amounted  to  recklessness,  with 
Farragut  it  was  genius. 

"  This  was  the  most  desperate  battle  I  ever 
fought  since  the  days  of  the  old  Essex"  writes 
Farragut  after  the  victory.  Thus  the  opening  and 
the  closing  scenes  in  his  long  naval  career  were 
the  most  stirring  and  stormy  of  his  entire  life. 

After  the  entrance  into  Mobile  Bay,  the  sur- 
render of  Forts  Morgan  and  Gaines,  and  the 
destruction  of  Fort  Powell,  Farragut  remained  in 
the  bay  until  November,  overseeing  the  work  of 
raising  the  torpedoes  and  clearing  the  channel. 
The  long  strain  of  work,  responsibility,  and  ex- 
citement was  gradually  exhausting  his  vigorous 
body.  Writing  to  the  Secretary  of  the  Navy,  he 
pleads  his  poor  health  and  asks  for  rest.  "  As 
long  as  I  am  able,  I  am  willing  to  do  the  bidding 


THE   BATTLE   OF  MOBILE   BAY  395 

of  the  department  to  the  best  of  my  abilities. 
I  fear,  however,  my  health  is  giving  way.  The 
last  six  months  have  been  a  severe  drag  upon 
me,  and  I  want  rest  if  it  is  to  be  had." 

Sailing  north  toward  the  close  of  November, 
he  steamed  into  New  York  harbor  on  the  12th 
of  December,  1864.  Later  in  the  month  a  bill 
was  introduced  into  Congress,  and  passed  by  both 
houses,  creating  the  grade  of  vice-admiral,  and 
naming  Farragut  as  the  first  officer  to  receive  the 
new  rank  in  the  United  States  navy.  And  in  1866 
he  was  raised  to  the  new  grade  of  admiral  which 
was  then  created  by  Congress. 

In  New  York  Farragut  was  received  with  ad- 
miring enthusiasm.  He  had  won  a  place  in  the 
affection  of  his  countrymen  which  no  other  hero 
could  ever  claim.  Wherever  he  went,  eager 
crowds  greeted  him  with  every  demonstration  of 
joy  and  gratitude.  Not  only  in  his  own  country, 
but  throughout  Europe,  which  he  afterward  visited 
as  commander  of  the  European  squadron,  honors 
and  attentions  were  lavished  upon  him  by  crowned 
heads,  by  men  of  his  own  profession,  and  by  the 
people.  Whether  in  Great  Britain,  Spain,  France, 
or  Italy,  the  same  flattering  welcome  awaited  him, 
and  the  same  enthusiastic  ovations  were  showered 
upon  him.  At  Malta  the  large  British  squadron 
of  the  Mediterranean,  which  was  ready  to  start 
on  a  cruise  to  the  Levant,  was  purposely  delayed 
that  it  might  do  honor  to  the  great  American 


396  ADMIRAL   FARRAGUT 

admiral,  whose  renown  had  penetrated  to  the  most 
remote  corners  of  foreign  lands. 

Let  us  leave  our  greatest  naval  hero,  and  the 
most  famous  seaman  of  his  generation,  as  every 
man  of  action  would  wish  to  be  left,  in  the  fulness 
and  completion  of  his  work.  On  his  last  sea 
voyage  in  the  summer  of  1870,  as  he  stood  on 
deck  and  looked  wistfully  up  at  his  blue  flag 
flying  in  the  wind,  he  said :  "  It  would  be  well 
if  I  died  now,  in  harness."  A  few  weeks 
after  speaking  these  words,  when  he  was  sixty- 
nine  years  of  age,  he  passed  quietly  away  at  the 
house  of  a  friend,  on  the  14th  of  August,  1870. 


J3CSB   LIBRARY 


UC  SOUTHERN  REGIONAL  LIBRARY  FACILITY 


A    001  434  891    6 


